LATEST CLASSIC CAR AUCTION COMMENTARY: 27/11/2015

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According to the ‘Classic Car Auction 2014-2015 Yearbook’ - the annual fix for auction junkies, which is now sponsored by the suits at Credit Suisse - the global auction sale rate of 78% is the highest ever recorded in 22 years of market analysis by publishers Historic Selecta. Similarly, the number of sales over the magic one million dollars was again very strong, 243 $1m+ cars sold at auction compared to 245 in the previous season’s stats.

Latest classic car auction commentary: 27/11/2015

Yearbook authors Adolfo Orsi and Raffaele Gazzi conclude that the latest figures lend themselves to different interpretations. For factor in some important cars that did not sell, others that did, buy close to the lower end of the estimate, and the drop in in the percentage of sales recorded in European auctions in September 2015, and the impression is that there has been a natural, physiological slow-down in the increase in prices.

Analysing the trend in values, Orsi and Gazzi have seen, they say, a constant increase from 1996 right up until the 2008/9 economic crisis. After what, in the big scheme of things, was actually only a relatively brief banking hiatus, prices of such alternative investments as old motor cars then boomed again, seemingly without end since 2010/11.

The US market was – and continues to be – the most active, say the Yearbook authors. In their view, the values achieved in American auctions are a reference internationally, while European values tend to follow the America ones, albeit with a slight delay. They also point out that exchange rates, so often ignored by headline writers, are hugely significant in determining relative values.

For the prices of some models in the US have dropped, but due to the recent strengthening of the dollar, their Euro equivalent values have actually increased. The authors cite, for example, the average values of two cars that have become blue–chip over the last few years – the Mercedes-Benz 300SL Gullwing and Roadster. Their average dollar values have dropped by 5% and 11% respectively, but their values in Euros are 12 and 6% higher.  

Although, latterly, even perceived to be gilt-edged stock, such as the Ferrari 250 California, as well assome other rare and desirable models, have cooled. And even some thought to be dead certs have died the death of silence under the hammer. A pair of hitherto hot F40s, for instance, one of them was not even swept up afterwards in what have been an increasing number of post-sale deals.

As a response to the stratospheric rise in Ferrari GTB values meanwhile, cheaper alternatives, such as the Daytona and other similar models from other marques, have been satisfying the demand for cars that have become unaffordable for buyers of only a season or two ago.

And highly significant to the market’s future, believe Orsi and Gazzi, is the noticeable arrival of new collectors, many a generation younger than collectors in recent years. 

"Naturally, these new collectors tend to buy ‘younger’ classics," say the authors of what has become the definitive annual Yearbook. "There has been a significant increase in the number of ‘post-classics’ (ie those built between 1965 and 1974) and ‘modern’ classics (from 1975 to 1999) in the Top 100, with Porsche taking over from Mercedes-Benz in second place in the rankings of total turnover by marque behind Ferrari."

The investor-collectors’ favourite Italian marque continues to lead the market, the Yearbook compilers report, Ferrari having strengthened its position as market leader with seven cars in the Top 10 results 2014/15. 52 places in the Top 100 are also occupied by Ferrari sales, while Ferrari now accounts for 34% of total turnover in what, for the second year running, is again a $1b+ billion market and one that has exceeded 1b+ euros for the first time. 

The Yearbook numbers crunch that a total of 576 Prancing Horses went to auction, 37% more than during the previous buying season. Although the average price paid for the increased number of Ferraris that were auctioned actually dropped by 21% (or by 12%, if you eliminate the previous year’s record 250GTO price from the 2013/14 results). This can be explained by the fact that more existing owners of Ferraris than ever before have attempted to cash-in their rolling assets in case the mood music stops.

Orsi and Gazzi underline the 100% sale rate of 1960s Ferrari models under the half a million dollar mark, such as the ten 250GTEs and the nineteen 330GTs. By contrast, the percentage sold rate drops dramatically for those cars over $1m in value. For of the nine 250GT Lussos on auction entry lists, only five of them sold, and of the eleven 275GTBs, only six found new owners.

As I have warned in this commentary before, the higher the prices, the fewer the number of players who will be able to pay them. There is a very real danger than most of the readers and surfers of most of the classic car press and digital media will no longer be able to afford or be interested in consuming the subject matter. 

LATEST CLASSIC CAR AUCTION COMMENTARY: 18/09/2015

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Chris Evans’ Ferrari 250GT SWB ‘Alloy’ Berlinetta Recreation, which started life as a 250GTE 2+2 in 1963, was driven across the Bonhams stage at the Goodwood Revival into new ownership for £606,500 with premium. His 328GTS Targa supplied to F1 team driver Nigel Mansell in 1989 also sold for £130,300. Whereas the newly crowned Top Gear host’s three higher priced Ferraris – a 1971 275GTB/6C, a 1971 365GTS/4 Daytona Spider and a 1963 250GT Lusso – all failed to attract the £1.3-2.6m apiece required.

The highest priced car to be driven past the rostrum into the £12.7m results was a previously rebuilt 1965 Aston Martin DB5 Convertible sold for £1,087,900

New mega prices at auction were paid however for the motoring DJ’s XK SS 3.8, which employed a 1967 donor Jag during recreation by Lynx in 1988. Formerly cruised by fellow petrol-head Nicholas Cage, the utterly convincing Rep raised £359,900 here. His ex-Met Police 1964 Daimler SP250 police car meanwhile achieved £82,140, a new world auction record for a grp-bodied Dart.

The highest priced car to be driven past the rostrum into the £12.7m results was a previously rebuilt 1965 Aston Martin DB5 Convertible sold for £1,087,900 with premium, a mid-estimate valuation by all concerned. A 1936 Donington race winning 1935 Ulster with Bertelli 2/4-Seater Tourer coachwork fetched £740,700. A 1967 DB6 Vantage made a more than top estimate £303,900 and a 1958 DB Mk3 went for £186,300, within forecast money. All the Aston Martins offered sold therefore, compared to 60% of Ferraris, including a 1993 F40 sold afterwards for £740,000, and 44% of Porsches in the catalogue.   

There were buyers for all three Scarab race cars and their matching colours co-ordinated ex-Maserati Fiat Bartoletti Tipo 642 Diesel transporter, which was employed on location for Steve McQueen’s Le Mans movie in a former life, and which realised a quite extraordinary £656,700. Not very far behind, the 1960 Scarab-Offenhauser F1 chassis 001 sold for £673,500.

The other eyebrow raising price for market analysts was the £680,000 that had to be bid, £763,100 including premium, to secure the 1963 Bentley 3 Continental Flying Spur by HJMPW that provided the favourite wheels for many a levitating trip, notably to Marrakech, for the infamous owner of ‘Blue Lena’, Rolling Stone Keith Richards.

Among the 57 classics to change addicts beside the Goodwood circuit this year, 69% of the 83 offered, were the inevitable restoration projects, which, in a world full of instant gratification, continue to appeal to investors in futures. For a long-dormant 1937 BMW 328 Cabrio project that had been driven from Prague to the UK to escape the Soviets in 1968 was taken on for £326,300. Whilst £100,060 was available for a 1960 Maserati 3500GT project with engine turning freely and £96,700 was needed to secure a running 1961 Jaguar E Type S1 3.8 FHC with ‘Flat Floors’ from 30 years of Australian storage.

Fortuitously, and seemingly regardless of economic reality, there would still appear to be no shortage of international enthusiasm to return such sorry automotive migrants to the highway. On a Saturday afternoon at nostalgic Goodwood airfield, which was overflown by Spits and Hurricanes as it was in WW2, none other than Nigel Farage was present in the auction tent to witness their salvation and a growth sector in the economy at work and play.

LATEST CLASSIC CAR AUCTION COMMENTARY: 21/08/2015

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An ex-works 1953 Jaguar C Type Lightweight in Ecurie Ecosse colours motored across the RM Sotheby’s block at Monterey to sell for $13,200,000 (£8,448,000 including premium) to become the most valuable Jaguar ever sold at auction. A 1953 XK120 Supersonic justified much pre-sale interest by making $2,090,000 (£1,337,600), a record for an XK120 sold in a public auction.

An ex-works 1953 Jaguar C Type Lightweight in Ecurie Ecosse colours motored across the RM Sotheby’s block at Monterey to sell for $13,200,000 (£8,448,000 including premium) to become the most valuable Jaguar ever sold at auction.

During three days of auction action, which took nine hours and grossed just short of $173m (£110.7m), an all-time high for a collector car gig, the top step of the 2015 Californian auction week podium was also claimed by RMS for a 1964 Ferrari 250LM which cost the winning bidder $17,600,000 (£11,264,000 in our money).

The performance of a 1998 McLaren F1 road car that had been upgraded at the factory to LM-spec was similarly stratospheric with a premium-inclusive $13,750,000 (£8,800,000) valuation by the new owner, not only an auction record for any McLaren, but the highest price ever achieved for a British car sold at auction. More than 3600 attended these sales in person. Bidders from 31 countries, 20% of them first-time clientele and some in the 30-40 new money age bracket, competed for the 150 sets of keys and bought 129 or 86% of the cars in 3 glossy catalogues. Even more bullish were the 4 lots exceeding $10m apiece, 7 more than $5m each and the 36 individual $1m+ results.

Gooding & Co had a $128m weekend, a company total for a two day auction, during which 115 of the 129 cars driven across their Pebble Beach stage sold, an 89% sale rate, 3 selling for over $10m and 26 for over $1m, the average price of $1,113,896 (£712,893 per car) their highest ever. More market records were smashed here, too, for both Ferraris and Porsches, marques which have appreciated the most strongly during the recent stampede of bulls.

Gooding’s highest fliers were a 1961 Ferrari 250 GT SWB California Spider sold for $16,830,000 (£10,771,200), a single lot record for the house. Nuccio Bertone’s own 1962 250GT SWB Berlinetta Speciale realised for $16,500,000 (£10,560,000) and the Le Mans winning 1982 Porsche 956 raced to a $10,120,000 (£6,476,800) conclusion. A 1957 410 Superamerica S2 Coupe made $5,087,000 (£3,255,680) and a 1988 Porsche 959 Komfort $1,732,500 (£1,108,800), a model that has more than doubled in price since the start of this buying season! A 1992 Ferrari F40 fetched $1,375,000 (£880,000) and a 1961 250GTE S1 from the same Italian stables changed hands for a quite extraordinary $797,500 (£510,400), another rolling asset that has appreciated wildly in the recent past. Even $1,925,000 (£1,232,000) was available for a 2015 built McLaren PI.

A 1959 Ferrari 250 GT Competizione Alloy auctioned by Bonhams at Carmel even warranted its own catalogue and duly headlined with a $8,525,000 (£5,456,000) performance during a 90% sold sale when $46,700,000 (£29,888,000) was invested in the future of another 96 fine automobiles. Mass market Mecum meanwhile had attracted 796 entries for their Monterey monster bash, during which $45mwas spent, up 30% on last year, with a 1969 Lamborghini Miura P400S claiming pole with a $2,300,000 result (£), a 1970 Plymouth Hemi Cuda Convertible £2,250,000 (£) and a 1976 Porsche 911 930 Carrera Turbo, the last special order for Steve McQueen no less, going for $1,950,000 (£1,248,000), mega money even for such mega petrolhead provenance.

At their Fisherman’s Wharf venue meanwhile, Russo & Steele report sales of $10,200,000 for mainly muscular Americans, though European classics occupied the first three places in their results, with a 2005 Porsche Carrera GT sold for $781,000 (£499,840), a 1971 Mercedes-Benz 280SE 3.5 Coupe for $440,000 (£281,600) and a 1966 Ferrari 330GT for $404,250 (£258,720). A pair of world record for model prices were claimed by R&S, who hammered away a 1966 Shelby GT350 ‘Change Over’ for $313,500 (£200,640) and a 1977-made Porsche 911 Turbo for $214,500 (£137,280). A 1967 Sunbeam Tiger street cruiser also roared well when sold for $180,000 (£115,200). 

Including a few transporters full of post-sales, the 2015 Californian totals amount to $402.4m worth of collector stock shifted by the 5 auction houses who run their sales ‘live’, in public and on-line. This was almost exactly the same as was invested on the Monterey Peninsula last August. For although, statistically, the market for collector vehicles may therefore have stayed much the same, thanks to politician-directed ‘quantitative easing’ (printing more money in pub-speak) and the constant erosion of the spending power of all currencies through uncontrollable inflation, in real terms, many of the achieved prices in California have almost certainly actually softened.

One thing is absolutely certain however and that is more classics are going under the hammer in more UK auctions than ever before. Indeed, yet one more house and possibly national record is about to be established in Norfolk this weekend when the 300 entries barrier is broken at the ACA drive-through in King’s Lynn.

As ever, the all-important proportion of cars that sell and how much they sell for will be down to bidder confidence plus how much heat their plastic can stand on the day. Anyway, by the time the rash of roundabouts have been safely circumnavigated on the long haul east, Costa Coffee’s takings should certainty have been boosted and the turbo on your reporter’s trusty CRV will be glowing nicely.

LATEST CLASSIC CAR AUCTION COMMENTARY: 11/08/2015

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Recently a perplexing and incomplete kit of dismantled Alvis parts in various states of disrepair that ‘might’ one day be assembled into a 12/50 TE of circa 1926 was knocked down by Richard Edmonds to a Japanese bidder who had made the journey to his auction tent pitched in a Gloucestershire field. Inevitably, the winning moment was captured on a fellow traveller’s video camera!

Latest classic car auction commentary - 11/08/2015

The clearly very brave buyer invested £11,660 with premium, £2400 more than the top estimate, in the long-term future of this mechanical jigsaw puzzle from old Coventry. All the pieces will now have to be carefully packed up and despatched to the other side of the world for the puzzle to be solved.

In the most bijou and targeted sale of the provincial season, there were takers for six out of ten pre-WW2 lots in the Richard Edmonds catalogue. Acquisitions at Toddington during the Friday afternoon before VSCC Prescott weekend ranged from a 1926 Morris Cowley 11.9hp 2-Seater with Dickey and current MOT sold for £12,210 and a shabby, but amazingly running 1928 Ford Model A 3.3-Litre Phaeton taken on for £9900 - to a 1990s restored 1936 Morris Eight Series 1 Saloon bought for £3300 and some Austin Seven bits and pieces, including a restored chassis frame and a seized A7 motor and box, carried off for £340.

Such is the under-estimated appeal of certain automobilia that an album of approximately 100 early period photos of commercial vehicles and tractors realised more the A7 project, £624 with premium – and a pair of Lucas ST44/N tail lamps went for £480, the same being spent on a single Lucas spotlight. Whilst a smoking £840, more than ten times the top estimate, was forthcoming for an almost totally redundant Continental silver cigarette case engraved with signatures of early 1920s motoring personalities that could, of course, be more acceptably employed these days for carrying a non-smoker’s business cards.

This last weekend, during the 43rd AVD Oldtimer Grand Prix meeting at the Nurburgring, Coys claimed an auction record price for a Ferrari F40. Belonging to an Italian family from new in 1992, the hitherto gilt-edged Italian supercar sold to a publicly delighted German buyer who was applauded for parting with 1.12m euros (£852,000).

Some of the other results cited by the Richmond firm for being market-noteworthy were a 1937 BMW 328 Roadster sold for 562,000 euros (£399,020), a 2000 vintage Ford GT for 227,000 euros (£161,170), a 2003 Ferrari 360 for 182,000 euros (£129,220) and 145,000 euros (£102,950), another record price they reckon, was paid for a 1971 Lamborghini Espada Series II. Fuller results from this annual Ring sale will no doubt be published shortly.

In the meantime, market makers can continue to enjoy the ride as once again the Canadian Controller, due to there being only one vote for turning the cheap money tap off, has not been enabled to increase the base rate. For any rise in the cost of borrowing would result not only in there being higher interest alternative destinations for any spare cash, but any rate hike would also dramatically increase mortgage and credit card payments for the already over-stretched majority. Even if the top end of the marked traded on unscathed, both scenarios would surely depress both demand and prices for medium and lower priced classic stock.

Don’t you worry though, our frontiers must be safe and the party can go on as, from a happy holiday snap as a result of a rather obvious photo-call, General Dave is so happy with the way things are going that he has donned shorts and has been imbibing gassy beer in Portugal. Unelectable Leader Jeremy meanwhile has plenty of old fashioned solutions to all our problems.

LATEST MARKET COMMENTARY FROM CCFS AUCTION ANALYST RICHARD HUDSON-EVANS - 30/03/15

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Latest Market commentary from CCFS auction analyst Richard Hudson-Evans - 30/03/15

The latest overview for the top end of the market from the $101.04m (£68,71m) results of the three mid-March auctions on Amelia Island in Florida is that buyers of 9 out of every 10 consigned cars spent a record average of £285,104 per classic acquisition.

After a $60.3m day, 67% more than last year and a record auction gross for Amelia Concours week, RM Sotheby’s sold 98% of the 101 cars in their catalogue, 13 of them achieving million-dollar-plus results. One of them, and the top Brit at the Florida sales this year, was a production customer race 1955 Jaguar D Type snapped crossing the RM block by lensman Darrin Schnabel, whose image illustrates the commentary this week.

With an extraordinarily sideways ice racing past in the hands of private owner-driver and Finland Davis Cup tennis player Kurt Lincoln and later Timo Makinen, the only D Type to have ever raced in the Soviet Union, where chassis XKD 530 won the Formula Libre Class at the 1961 Leningrad GP, sold for $3,675,000 (£2.5m). Indeed, by the end of the sale, several new auction record prices had been paid by successful bidders, 22% of whom were new to the house database.

Superstar of the sale, and one of the new world record price holders, was 1960 Ferrari Superamerica SWB Cabriolet chassis 1945 SA which was driven across the Ritz Carlton stage into new ownership for $6,380,000 (£4.34m) with proceeds benefitting the education of children.

Providing further proof of Ferrari’s dominance at the top of the market, additional lots to generate strong valuations in public auction here included a genuine factory-opened 1972 365GTB/4 Daytona Spider sold for $3,300,000 (£2.24m) and a 1972 365GTC/4 for a record $495,000 (£336,600). The time warp 1971 365GTB/4 Daytona Berlinetta, dubbed ‘The Condo Find’, fetched $770,000 (£523,600), a new high for a shabby car deserving the first full restoration.

A 1971 Lamborghini Miura SV raised $2,310,000 (£1.57m), the 1990 Daytona 24 Hours winning IMSA 1988 Jaguar XJR-9 in Castrol livery $2,145,000 (£1.46m) and the first 1955 Austin-Healey 100S built and the only one supplied in Spruce Green $1,012,000 (£688,160).

More recent rolling assets - ‘emerging collectibles’ which appeal to new players with new money - also did particularly well. For a six-speed manual 2007 Ferrari 599GTB nearly tripled its pre-sale estimate at $682,000, smashing the previous auction record for the model. A brace of 512s also exceeded expectations, with a 1995 F512M selling for $462,000 (£314,160) and a 1980 512BB realising $418,000 (£284,240).

Porsche prices continue to rise, it seems, a 1973 911 Carrera RS 2.7 Touring selling for $891,000 (£605,880), and a 1988 911 Turbo ‘Slant Nose’ Cabrio for $363,000 (£246,840). A 1979 911 Turbo brought $253,000 (£172,040), while a Japanese high flier, a 1970 Nissan Fairlady Z 432, surpassed its estimate to raise a record-breaking $253,000 (£172,040).

The previous day, Gooding sold 76 or 89% of their 85 lots for $26.97m (£18.34m), seven of them for an excess of $1m and 13 for record prices, an average of $354,831 (£241,285) being spent per car. Once again, the top sellers were Ferraris, an impeccable 1967 Ferrari 275GTB/4 selling for $3,300,000 (£2.24m), a 1961 250GT Series II Cabrio for $2,090,000 (£1.42m) and a 1991 F40 $1,622,500 (£1.1m).

Two Mercedes-Benz 300SL Roadsters changed hands, a 1963 example selling for $1,275,000 (£867,000) and a 1957 car for $1,237,500(£841,500). A record $1,237,500 (£841,500) was forthcoming for a 1974 Porsche 911 Carrera 3.0 RSR with period race history, $973,500 (£661,980) for a 1996 993 GT2, $440,000 (£299,200) for a 1997 993 Turbo S and $330,000 (£224,400) for a 1994 964 Turbo 3.6. A record $561,000 (£381,480) was paid for a 1974 Ferrari Dino 246GTS and a 1951 Lotus MkIIIB made a mighty $247,500 (£168,300) to set yet another record.

The previous day at the Fernandina Beach Gold Club, Bonhams held their first Amelia Island auction, which attracted bidders from the US and across Europe with others from another three continents participating on the telephones and via the internet buying 66 or 79% of the 84 cars on offer for $13.95m (£9.49m).

For pre-WW2 American automobiles, this sale was particular momentous. For an exquisitely preserved 1930 Cord Model L-29 Town Car with coachwork by Murphy persuaded a US collector to part with $1,760,000 (£1.2m). A beautifully restored 1908 American Underslung Roadster was the subject of a protracted bidding battle and set a new world auction record at $1,738,000 (£1,181,840). A super fast for 1932 Stutz DV32 Super Bearcat made $1,012,000 (£688,160) and a 1912 Peerless Model 60 Runabout $440,000 (£299,200), while the minimalist EMF Model 30 Factory Racer from 1911 was bought for $242,000 (£164,560).

The 1930 Rolls-Royce Phantom I with Transformable Phaeton coachwork by Hibbard and Darrin and sepia photo-recorded Marlene Dietrich provenance sold for a healthy $742,500 (£504,900). Yet more new world auction record prices were achieved for a 1981 BMW M1 Coupe sold for $605,000 (£411,400), a 1952 Alfa Romeo 1900C Sprint Coupe for $415,800 (£282,744) and a 1980 Ferrari 512BB for $359,700 (£244,596).

Bonhams next pitch their auction tent at this weekend’s Members Meeting at Goodwood Circuit, where another 67 collector cars will face an audience of potential buyers Saturday 21 March afternoon from 2pm.

Recent sale rates in the UK have ranged from 61% of CCA entries selling at Silverstone 3 March to 78% of Brightwells cars sold at Leominster 4 March. 76% of cars sold at the Historics 7 March sale at Brooklands and 69% at the Coys 10 March sale in Westminster. While 336 changes of ownership were achieved at the four auctions within the one week, bidders did reject 115 classics, just over 25% of the total number of cars offered, which had to be trailed home unsold. 

MGA TWIN CAM: DREAM CAR

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The beautiful MGA is, we reckon, is one of MG’s greatest hits. The first letter of the alphabet signalled a new beginning for Abingdon’s two-seater roadsters, and while it retained the separate chassis layout of its forebears it was stylistically a world away from the traditionalist TF it replaced.

This beautifully restored 1959 MGA Twin Camhas just been put up for sale on our website. Tempted?

Why you want one

With it being 60 years since the sumptuously styled roadster was originally launched, this is the MGA’s year. Brooklands is kicking off the anniversary celebrations with it being the star car at its MG Era celebrations on 12 April.

There’ll be more marking of the anniversary at this year’s MG-themed Classic British Welcome – a stone’s throw from this year’s Le Mans 24 hour race – and at Silverstone on 21-22 June at MG Live!

If you’re the sort of Brit sports car fan who’s spent an age umming and ahhing about whether to take the MGA plunge, the number of events catering for the model’s anniversary means 2015 is definitely the year to do it.

Why you might think again

The Twin Cam MGAs have a penchant for drinking oil, largely due to a poor design of piston ring, and it’s more susceptible to being damaged by poor quality fuel than its cheaper siblings. However, with this car’s mechanical condition being so well documented, it’s unlikely to pose much of a problem with this particular car.

It’s also worth bearing a mind that while the LHD configuration bodes well for the seller’s description of this California-sourced 1959 car being an original, matching numbers car, there are plenty of RHD examples around if you’re looking for an MGA that’ll be easier to live with on a day-to-day basis.

Summary

If you’re looking for a charismatic British sports car with silken good looks and a healthy dollop of performance then you’ll love the Twin Cam, and the MGA’s 60th anniversary this year means now is the time to go for it.

This immaculate example is at the higher end of the price scale, but there are more affordable ‘As out there too. If you’re prepared to forego the cachet of the Twin Cam, you can have this nicely looked-after 1957 car for less than half the price.

DREAM CAR FRIDAY: AC COBRA 289

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It might be a kit car and replica favourite, but you can’t beat a genuine AC Cobra – in presence or pace. A glorious shape with enough power to make you quiver in fear, you would be deceitful to yourself should you claim to never have dreamed of one.

A perfect amalgam of power, speed and splendour, the Cobra MKIII 289 is the perfect car to own for thrills and satisfaction.

The MKIII Cobra was produced between 1965 and 1968, and although never raced by the Shelby team (and omitted from homologation in the 1965-racing season), the cars were raced successfully by many privateers and went on to win races deep into the 1970s. It’s bred with extreme heritage and the mere glimpse of one today will spread a smirk from ear-to-ear.

There is no argument when it comes down to a Cobra 289 – beautiful to look at with an accompanying soundtrack any composer would be proud of; its sheer presence sends lesser cars diving for cover.

However, it’s an absolute thug of a motor for unwary drivers. Many will have been sideways, whether they wanted to or not. Weighing less than a tonne and blending 271bhp with 269 lb ft of torque, this V8 will take you from 0-60mph in 5.5 seconds and all the way to 130mph. 

As if that wasn’t lairy enough, the succeeding Cobra 427 underwent open heart surgery and returned with a 7-litre unit producing 410bhp and a top speed of 170mph, knocking a full second off the 0-60mph sprint. 

As you will no doubt be able to gather, the 427 is totally berserk.  A Cobra of any form isn’t exactly an everyday car, but the 427 is the most unreasonable of the lot. Many owners will have been fired backwards through the pearly gates, whether intentional or not.

Therefore, the 289 is our choice. An ideal amalgam of power, speed and splendour, the Cobra MKIII 289 is the perfect car to own for thrills and satisfaction.

With any car of this stature, you’ll need deep pockets to keep one in tip-top condition. The fuel tank is 15 gallons and you will burn through that at a rate of 15mpg if you tread carefully. Whip the bajesus out of one and not only will you average single figures, you’ll also need new rear tyres. And perhaps a neckbrace. 

But if you are looking for fuel economy you shouldn’t be looking at a Cobra in the first place. If you are looking for speed, poise and beauty then you are viewing the right car. If you are looking for fun, charm and utter awesomeness, then you need look no further.  

If all this talk of Cobra-ness hasn’t swung your mind, simply take a look at this one. Its gorgeous – and could be yours. 

 Still not 100%? Watch this...

CLASH OF THE CLASSICS: THE MERCEDES-BENZ 280SL VS THE JAGUAR E-TYPE

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They are two of the most glamorous drop-tops ever crafted. How can we choose between them? Well, there are a few reasons…

It can be argued that the most important function of a roadster is to leave the driver feeling exilarated and practicality is a mere afterthought. However, what isn't undeer discussion is that the two most glamorous to ever grace the planet are the Mercedes-Benz 280SL and the Jaguar E-type.  

Picking between these two symbols of 1960s elegance is like picking between Diana Dors and Britt Ekland - pretty much near impossible - but if you have a job to do, you have to do it well. So here we go - which one is best? 

Styling and Interior

No matter which series of E-type you clap eyes on, the Jaguar will make even the most world-weary stop what they are doing and gaze in wonder. Some call it the most beautiful car in the world, and it’s hard to disagree. Even donning the changes to comply with infamous American legislation, with a wider mouth, gawping headlamps and larger bumpers, the E-type invigorates any scene onto which it arrives - that long bonnet, sophisticated curving haunches and millimetre perfect design capturing the spirit of all we aspire towards. 

The Mercedes-Benz is beautifully simple in its stance and lines, allowing the benefit to appear almost timeless. Chances are, covering the old-style licence plate; people would only be able to define it by the decade. When standing side by side, the Mercedes appears loftier - mainly in part due to the headlamp arrangement - but the fittings and finish are to a much higher degree, with the tight-fitting shape screaming nothing but old-school Mercedes quality. 

As far as looks go, the E-type takes the win, but when it boils down to interiors, the Mercedes clinches victory. The seats are more supportive and the cabin holds more character, with the swanky dashboard and colour-coded infill fashioning a chic American look, netting the core of golden age California panache - it’s not hard to imagine yourself as Tony Curtis when sitting behind the wheel. 

The Jaguar’s interior isn’t a bad place to be, but in comparison with the 280SL it somehow feels cheap - even though it works with the best steering wheel of all time. 

Power and Handling

This is where the E-type suddenly goes all Joanna Lumley. Not only does it have the looks, it also has the power - not just to kick it with the younger generations, but also to kick sand in the 280SL's face. Offering up 265 ponies to play with, capable of a 0-60mph dash in 7.4 seconds and competent of pushing past the 140mph barrier, the Jaguar powers to victory when its engine supremacy is questioned. Yet, The Mercedes is hardly ‘slow’ - wafting past 60mph in little more than 9 seconds, sailing onto a top speed of 121mph while burbling away with 180bhp. 

The Mercedes isn’t down and out however, as it handles rather nicely. Tanking down a twisting road, you’ll be hard pushed to catch it, unless you are in an E-type. Thanks to Jaguar’s independent rear-suspension coupled with the front-wishbone set up, it works with an almost perfect balance offering direct smoothness from the steering. The 280SL is good, but the Jaguar ups the game considerably. 

Living with them

Even the simplest jobs on an E-Type can lead onto a nervous breakdown, with specialists smacking their hands together in a cash-fuelled orgy should you take a poorly one in for some TLC. E-type parts can also stretch into prices more akin to retreats in Europe and the complexity of the bodywork can lead to hair loss, stomach ulcers and the urge to purchase a Toyota Avensis. 

If you are a Mercedes aficionado you can stop laughing however, as it can often be very much the same story with the 280SL - highlighting just how important it is to find a good one. Once embellished with a cared-for example, the Mercedes is the more comfortable of the two for any long journey and is certainly easier to get in and out of, but the E-Type offers more mileage per gallon and will keep up with modern traffic in a more relaxed manner. 

With either car, you will need to lavish them with the utmost care and attention to prevent rusting or mechanical breakdown - not for the faint hearted or those on a shoe-string budget. 

Verdict

It was half the price yet twice as good as the 280SL when new. And nothing appears to have changed with time. The Jaguar E-type was a revelation back in 1961 and a true icon now - commanding icon prices, too. Don’t take this as a slur on the Mercedes-Benz as it’s a truly wonderful car, but as a complete package of looks, speed, handling and style - the E-Type is yet to be trumped. Just ensure the example you are contemplating hasn’t been cared for in a negligent manner, unless you like the idea of a mechanical nightmare likely to cause divorce and stress-related illnesses.

Fancy having a look over some Jaguar E-Types for sale?

If not, how about these Mercedes-Benz 280SL examples looking for a new home?

TOP 5: CARS UNDER £500

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It’s just after the bank holiday and, if you are like me, you’ll have spent way over your bank holiday budget. Whether spending too long in the pub, gorging on food, exploring the country or, in my case, left with too much time to find a classic needing a new home; your finances are no doubt weeping with regret.

However, don’t panic! If you’ve just used the money set aside for an upcoming classic we have a few here for you – all under £500.

So, to keep your partner from suffering a shock seizure, have a look at some outstanding pieces of yesteryear for less than a decent road bike. 

5. Volvo 740

Drivers would look at the Volvo 740 and pass it over as a car for global Victor Meldrews’ and Hyacinth Buckets’.  However, the Volvo itself is sturdy, reliable and capable of galactic mileage.  Alright, it’s no handler but you’re missing the point – for £500 you could grab a comfortable and safe commuter that holds impressive road stance with fuel consumption that won’t attack your finances or leave you stranded to be eaten by wolves.

4. Ford Granada GL

Most Ford vehicles develop a cult following to rival most religions, think the Ford Escort, Capri or Cosworth. The Granada may have started life in The Sweeney as John Thaw’s police cruiser but by 1985 it was a fuel efficient, spacious family car fending off the Germans and beating Vauxhall at their own game. There is no doubt the Granada’s moment to re-shine will soon be upon us and with numbers thinning drastically over the last few years, resulting in a good one being incredibly difficult to find, this example with a full MoT is too good to pass up.

3. Rover 800

Rover is currently garnished as a failure. After going bankrupt and producing cars the media and keyboard warriors could target, they are nowhere near as immoral as claimed. Yet, because of this reputation you can pick up a rather tidy example for less than a weekend in a Travelodge. Such as this Rover 800, it may have the usual issues of an older car and have had a bump with a bus but with an MoT, tidy bodywork and comfortable interior for £395 – you rarely find a deal as good as this.

2. Fiat Uno

Fiat has often been the small car pacesetter, the Uno was the 1980s practical brain child that even lived on as Moroccan taxis.  A tidy 1980’s design that will run and run should it be cared for properly – don’t panic about the fact the Uno is referred to as a ‘Fire’ engine. Fire stands for ‘Fully Integrated Robotised Engine’.  Fire extinguisher and terrified demeanour should not be needed.

1. Jaguar XJ40/XJ6

A Jaguar? For £300? No, your eyes don’t deceive you. The days of a £500 XJ-S may be long gone – but if you hunt for long enough you can still find a sleek 140mph saloon for the same money that would get you a bus pass for 6 months.

Spent a fortune over the weekend and think you can’t get your classic? Think again…this Jag is proof.

LATEST CLASSIC CAR AUCTION COMMENTARY: 05/02/2016

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The top seller in the first of four auctions during Retromobile week in Paris was a 1962 Ferrari 400 Superamerica Aerodinamico, the Earls Court and Chicago Motors Show stands exhibited Series II LWB with numbers still matching that had been in the Matsuda portfolio in Japan in the late 1990s sold immediately afterwards for 2,950,000 euros (£2,271,500) to head a 19.03m euros (£14.65m) grossing RM Sotheby’s sale Wednesday evening in Place Vauban.

The top seller in the first of four auctions during Retromobile week in Paris was a 1962 Ferrari 400 Superamerica Aerodinamico

As heavily armed soldats with trigger fingers reassuringly poised circulated outside the auction tent in this centre of Government and historic monuments target zone, 48 of the 61 cars on the carpet did change keepers and a 79% sale rate was achieved. 

One of the few rolling assets that exceeded its guide price band, and did so under the hammer, was a major retrospective event eligible Porsche 550 with Wendler Spyder body, the 1955 Frankfurt Show car that was raced at the 1956 Sebring 12 Hours and which cost the next owner-driver 2,744,000 euros (£2,112,880). A mid-estimate 2,016,000 euros (£1,552,320) was forthcoming for a pride of place displayed 1957 BMW 507 Series II Roadster on Rudge wheels with hardtop.

The 2004 ‘Malibu Enzo’ of internet search fame, which had been totalled in 2006, but totally built-up with factory-new and supplied components plus upgrades to satisfy Ferrari Classiche certification, and had been dash-signed by Ferrari Old Boy and FIA Chef Jean Todt, fetched 1,568,000 euros (£1,207,360), just over the lower estimate with premium.

Other barometer readings for the Prancing Horse market were a 1997 F50, the 266th of 340, with matching numbers and Classiche pass number, sold for 1,275,000 euros (£981,750), and a 4000k from new in 1989 F40 for 1,036,000 euros (£797,720). Once again, both these stallions only just cleared their lower estimate figures. A 1955 Mercedes-Benz 300SL Gullwing, a Mille Miglia Storica regular, flapped away more easily, attracting a well within estimate 1,176,000 euros (£905,520).

The very first production DB5 left hooker from 1963 (like so many classics briefly owned by the seriously acquisitive Nicholas Cage between takes)failed to find the at least 1,100,000 (£847,000) being sought, but a right to left-hand drive converted during restoration 1966 Aston Martin DB6 manual did scrape home at392,000 euros (£301,840). A 48,000 euros below estimate 112,000 euros (£86,240) bought a 1956 left-hand drive example of the 640 Austin-Healey factory-built 100Ms, rather than one with a BMC dealer-supplied ‘Le Mans’ kit of bolt-on goodies. 

One down, three more auctions to go in Paris, and then market watchers will have a much clearer over-view of where we really are, what the prices are actually doing, and we can gauge where sentiment and fashion may lead us next.

For discounting Russo & Steel results, which are still being finalised, circa $250m was spent on oldtimers in the recent US 2016 season-opening auctions, the sale totals down by close on 15% from the amount spent at the same fixtures one year ago. The average price per classic bought at the auctions in Phoenix and Scottsdale was 13% less, too, than it was in 2015. 

RM Sotheby’s sale total was only 1% down, their sell-through rate 85%, while Barrett Jackson sale total was 21% down on 2015, but they claim that 99% of lots were sold. Gooding’s gross was 17% down this year over last, their sale rate 86%, Bonhams 28% less, though 84% of their vendors’ cars sold.

By contrast at Kissimee, US market leader by volume Mecum report a $92m sale total (£64.17m), 30% more than at the same sale last year with a similar percentage increase on the average spend too, and with a 78% success rate. This means therefore that virtually eight out of every classics being auctioned by them sold and did so for higher prices. 

And there is every chance that in Paris this Friday afternoon, and to meet a monstrous death duty bill, Equipe Artcurial may shift the Bardinon Collection 1957 Ferrari 335 Sport Scaglietti-crafted Sports-Racer – tamed by such legends as Mike Hawthorn and Peter Collins amongst a roll-call of deceased pilotes - for a new European record price for any auction car, if not a new GTO-beating World record. Stay tuned.

CLASH OF THE CLASSICS: HONDA S2000 VS TVR CHIMAERA

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The Honda S2000 and TVR Chimaera both serve up a similar proposition – the chance to wheelspin away from the lights with 240 horses racing towards the wheels and a hurricane in your hair – but through very different engineering approaches. So which offers the most modern classic fun?

THE LOOKS

The S2000 – introduced in 1998 to mark Honda’s 50th anniversary – just gets better with age. What appears to be a relatively conventional roadster shape is dominated by an aggressive snout, some wonderfully tight proportions and a waistline that gently rises towards its pumped up rear end.

But it just can’t compete with the Chimaera’s eyeball-grabbing looks that border on the unhinged. Apparently TVR’s stylists were going for something a bit more conventional after the Griffith’s swooping curves – hence the MGB-esque proportions – but then the boss’s dog decided to take a chomp out of the clay styling model, leading to the weirdly shaped light recesses. Oh, and they managed to make a Ford Fiesta’s rear light cluster look sexy.

THE POWER

This is where things get interesting. Both summon the same amount of oomph – the Chimaera 400 is good for 240bhp, just two more than the Honda. Yet while TVR took an already muscular Rover V8 and gently toyed with it, Honda managed to squeeze its 238bhp out of two-litres and four cylinders. Without turbocharging. The resulting engine is an instrument of joy, using its clever VTEC engine to scream out the high notes between 6000rpm and 9000rpm, time and time again – and despite this won a string of customer satisfaction surveys for its bombproof reliability. If you love low-down torque and a meaty exhaust then go for the TVR, but for engineering it’s got to be the Honda.

THE DRIVING

The TVR is the cruiser of the two, drifting along lazily on its vast reserves of torque when you’re not up to much and serving up a baritone burble from its V8 to keep the pedestrians entertained. Yet even the entry-level 400 – for years the friendliest TVRs got, aimed at being a tiny bit more civilised than the Griffith and Cerbera – feels like its got a detonator rather than an accelerator, because poking your right foot into its thick carpets is like poking a grouchy lion with a stick. Play sensibly and it’s not as scary as some armchair critics would have you believe, but take things too far and there’s no traction control or ABS to fight your corner.

Treat the Honda gently and it’ll be as exciting as a mid-range Civic – but that’s the whole point, because the flipside of the S2000’s VTEC system is that at sensible revs it’s friendly and unintimidating. You need to work the revs to get the most out of it – but once you do that it shrieks with delight and comes out to play. Call it a draw, because both are brilliant – but in very different ways.

SO CAN I BUY ONE?

Definitely – but expect to throw something in the region of £15k into the hat to get hold of a good example of either. There are plenty of TVR Chimaera 400s on CCFS at the moment for the £13-14k mark, although for anyone up for a bargain we found this one for less than £10k.

The S2000’s even better value – we’ve seen ones online for as little as £5k, but to make sure your S2000’s has the unshakeable reliability Honda intended we’d definitely advise spending a little more for one with a full service history and other signs of being cherished.

THE VERDICT

The TVR and Honda are both going to be welcome at classic shows for decades to come, they’re a riot to drive – and they’re both great value now if you’re looking for a ragtop with the grunt to match the good looks.

The TVR’s more fun more of the time and it looks sensational – but it’s hard to argue with the Honda’s engineering and the astonishing value they represent at the moment. As much as we love the Chimaera, as a top buy we’d take the Honda.

CLASH OF THE CLASSICS: THE CITROËN SM VS ALFA ROMEO MONTREAL

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The Citroën SM and Alfa Montreal are two automotive pieces of proof that the 1970s weren’t the disaster everyone says. But which one is best?

Once in a while, a car appears with such a potent blend of technology and splendour that anyone with a pulse can’t help but walk its way. During the first half of the decade that ‘taste forgot’, two such cars appeared to appeal towards the wallets of those not crippled by bell-bottomed super inflation. The Citroën SM and the Alfa Romeo Montreal. 

Today, things are different. Potential owners, now that these vehicles can be grasped on a budget unlikely to make congress wince, are frightened off by complex design - but it is their loss, as both promise and deliver so much greatness they are worthy of knighthood. 

But which one should you look to home? Time to find out. 
 

The Design

You may feel that the Alfa Montreal appears to look like a concept car, and that’s because it kinda was.  In fact, the car was christened after the motorshow during which it appeared - the 1967 Universal Exposition in Montreal. Popularity was so intense, Alfa had little option but to fast track it into production. 

It’s difficult not to fall head over heels for the Montreal, with various touches and details - from the curved door windows to the Kamm tail and unique eyelids veiling the double-barrelled headlamps - that capture your heartstrings and play them like André Rieu. 

However, while the Montreal is beautiful, the Citroën takes your attention and won’t let it go. You could easily spend an entire week examining its intricate features and wacky interior, and while its design won’t appeal to everyone, it certainly appeals to us.  For example, what other car do you know of where the lights and licence plate are entombed in a glass display? 

Picking between the two is tricky, as the Alfa’s interior oozes quality and offers supreme comfort while outside it resembles a Greek goddess in full blown heat, while the Citroën provides sleek lines, deep side windows and innovation to take your breath away. 

We are going with the Citroën.




The Drive

The SM corners in a fashion befitting cars much more expensive, wafting around corners smoothly with ultra-direct steering. It can catch newbies unawares, with only two turns lock-to-lock providing steering so responsive we could call it Norman Bates. The Montreal isn’t exactly lumbering but it does feel heavier, with a bit of play in between locks, too. The Alfa does have a trump card, as unlike the SM it feels predictable - there is something just a little bit too Jacques Mesrine about the Citroën’s handling. 

Despite looking ultimately slower than an Alfa supercar, the Citroën keeps pace with remarkable effortlessness. Top speed of the Alfa Romeo Montreal is 137 mph, with the SM only a mile an hour slower. There is only one second in between the two during a 0-60mph sprint and only 30bhp difference in total. 

For sheer pluckiness, we want to go with the Citroën, but for the power round the Montreal is the undoubted winner. 



The Verdict
 
For wow factor, the SM beats all. For power, handling and beauty - the Montreal is king. However, do you want something to enjoy, or something to love? 

If you are looking for love, the Citroën SM is pure gold. It’s also just as enjoyable to drive - if not more so - than the Alfa, with bags of charm into the bargain. 

For us, the Citroën SM deserves not just your garage space, but also to be crowned the victor of this battle. 

FUZZ TOWNSHEND'S TOP 10 CLASSICS TO RESTORE IN 2016

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Feel like taking on a project for the New Year? Fuzz Townshend chooses his Top 10 classics for you to get down and dirty with...

You've been good all year, painted the house, tidied the garden, fitted a new kitchen and worked hard at the daily grind, and there’s enough left over to snap up a four-wheeled treat, albeit one that is in need of a certain amount of fettling.

However, before putting pen to paper and committing every spare weekend you’ve got to bringing a classic back to life, there are a few things that need to be in order before the new arrival creaks and groans into its new home, and takes root in your life.

Restoration can be tons of fun and very rewarding, but first think of your facilities and then match your car to these. That Jaguar MkX may well be the car of your dreams, but if you try to restore it at your pre-war semi, the project will almost certainly make you and your family miserable as you struggle for space.

Having a garage is ideal, but the car is likely to expand as parts are removed, so an additional workspace such as a shed (or the kitchen table) will be useful for fettling parts and undertaking major unit rebuilds.

The car may not be the only one creaking and groaning, especially by the time you finish the job, so if at all possible, invest in some gear to help you along the way.

Being able to lift the car sufficiently to get right underneath is a real bonus, as are welding and painting facilities, but take care to understand the risks associated with all of these tasks being undertaken in close proximity to your home.

So - get your overalls on, and pull your spanners out. All we need now is a car to restore.

EASY-PEASY RESTORATION

1989-98 Mazda MX-5 MkI / Eunos Roadster

Yeah, I know, I keep banging on about these cars, but there’s a bloody good reason that they’re number one on my list and that is because they are magnificently put together, which means that generally, they come apart magnificently too.

You’re not likely to get away scot-free though. These cars are mostly more than 20 years of age and if there’s no rust in the sills, there’ll probably be some bubbling around the wheelarches, so be prepared to learn to weld, fill and prep’ repaired areas.

You might though be lucky enough to get away with a rattle can when it comes to painting those repairs.

The great thing is that most service items are readily available and there’s a plentiful supply of used parts, including interiors, which can save you a fortune when it comes to trimming.

Don’t bother buying one with a duff engine. There’ll be a better one available for a few quid more.

What to pay: Project £500-£1000; Usable £1500-£3000; Good £2000-£4000; Concours £5000+

Browse Mazda MX-5s for sale 

1948-90 Land Rover (Series I to early Defender)

I’ve picked a car with a chassis and there’s a good reason for this. You can get the body off and start from the bottom. It’s all nuts and bolts stuff, especially as, in the case of Solihull’s finest, you can buy a sparkly new chassis for many types, as well as bulkheads and the rest.

However, such extravagance comes at a cost and although decent examples of Series 1 to 3 Landies are seeing a rise in values, you can soon outstrip the worth in parts purchasing, as well as the originality.

For those on a budget, repairs are likely to be the way forward. The chassis and bulkhead can rust prodigiously, especially if the car has seen 20 years use as a farm hack, so do be prepared to get welding. Again a decent MIG set-up should suffice.

Other essential tools are a beefy jack and axle stands and a good quality basic mechanic’s toolkit, equipped with some sturdy knuckle bars and levers. You’re likely to encounter some tight old nuts along the way.

What to pay: Project £700-£1500; Usable £2000-£3000; Good £4000-£5000; Concours £6000+

Browse classic Land Rovers for sale

A LITTLE TOUGHER

1965-80 MGB GT

Yes, a GT. There should be more of it to hold the remainder together, if you catch my drift. What I mean is that it has a solid roof – I assume – so that’s an extra side to the box, which is important because this is the first car on the list that is likely to bite you hard on the backside if you mess things up.

Many MGB GTs have previously seen at least one restoration and you may well find yourself staring wide-eyed at an historical bodge that could see your resto’ going deeper than you at first thought, so be prepared.

I can almost guarantee that you’ll find yourself welding, so budget for and learn to use some decent MIG and TIG equipment. I recommend TIG, as there is likely to be some fine blending of panels going on with, perhaps, some butt welds, although you’ll be able to manage with MIG and joddled edges.

If I’m talking in tongues here, then it’s time to start thinking about acquiring a few extra skills.

Otherwise though, you’re sailing charted waters. Nearly everything is available new.

What to pay: Project £500-£1500; Usable £3000-£6000; Good £7000-£9000; Concours £10,000+

Browse MGB GTs for sale 

1959-71 Triumph Herald / Vitesse Saloon

Let’s get one thing straight. No car restoration is that easy, but a Herald or Vitesse at least allows you to unbolt most of the major body components – in theory.

In practice, the parts remaining after the unbolting session may well be evil with rust and many mechanical components will probably be fit only for the bin, but on the plus side, much of what you will need for the restoration is readily available off the shelf.

You’re likely to need to get handy with some welding kit, as the chassis are prone to corrosion and generally, the further towards the outer edges you go, the worse it gets. A decent MIG welding set-up should suffice for these cars and you’ll probably have plenty of old bits of steel to practice the art on.

Other than that, it’s a trolley jack, axle stands, engine hoist and a decent, basic mechanic’s toolkit in A/F sizes.

Many a small, chassis Triumph has been successfully restored at the side of a house so they’re reasonably user friendly.

What to pay: Project £500-£1000; Usable £1000-£1500; Good £2500-£3000; Concours £3000-5000

Browse Triumph Heralds for sale 

IT'S GETTING TOUGHER

1978-89 BMW 635CSi

Suddenly, the easy support network enjoyed by the first four choices here starts to melt away. But it hasn’t completely disappeared, it’s just that things become more centred, with fewer specialist suppliers to rely upon and greater complexity in the restoration process, taking in electrical knowhow, tricky interior materials and a finicky fuelling system.

Bodywork repairs can really put skills to the test, with some less common areas of corrosion requiring some bespoke fabrication, although most of this is likely to be hidden and so needn’t cause too many sleepless nights.

At this point, it might be worth thinking about outsourcing some areas of the restoration, primarily the final prep’ and paint. These cars need to look as sharp as their shark-like snouts.

Financial return won’t yet see you retiring early, but these cars are really starting to look like something very special, certainly a keeper.

If you’re determined to do most of the donkey work yourself though, expect to still be at it in 2017.

What to pay: Project £2000; Usable £4000-£8000; Good £8000-£15,000; Concours £15,000+

Browse classic BMWs for sale

1963-76 Lancia Fulvia

Okay then, let’s get stuck into something altogether more determined not to be repaired. With relatively low build numbers and seemingly random production alterations, parts sourcing can be difficult, especially if trawling the used spares markets.

So expect to enter the realm of the production of replacement components, probably nothing more than a linkage here, or a bush there, but production nonetheless. And the run will probably fit only your car.

Italian cars of the 1960s and 70s were built for Italian climes and so unprotected bodywork can provide some challenging moments for the restorer. Measuring and bracing are always vitally important restoration elements when tackling major corrosion, but you’ll now be in the realms of shaping, folding and forming steel sheet.

Achieving a factory finish is going to be much more of a challenge, but hey, at least you’ll have an excuse to visit Italy for spare parts, building up that contacts list, making new friends and giving you a driving destination once the car is finished.

What to pay: Project £5000; Usable £7000-£9000; Good £11,000-£14,000; Concours £15,000-£20,000

Browse Lancia Fulvias for sale

EXTRA LEARNING REQUIRED

1955-59 Jaguar Mk1

If you can find a Jaguar Mk1 project car now, snap it up. I reckon that early post-war sports saloons are soon to slip beyond the reach of mere mortals, if they haven’t already and most of this ilk really are beyond the happy-go-lucky home restorer.

These brutish saloons are full of complex curves and while not the most fiendish of cars to restore, they will require an advanced level of understanding of metal forming, as not all panels are available and to achieve a strong level of finish will take a determined effort.

If not already skilled, I can think of nothing better than enrolling on one of the fabulous courses available to the determined restorer and run by the likes of Leeds College of Technology or Contour Autocraft, among others.

Doing so will lead you towards new levels of ability and in so doing, could draw you towards even greater challenges, but first, don’t forget all of that wood and leather inside.

I recently picked up a decent industrial sewing machine for a couple of hundred quid. You’ll need one if you’re intending stitching together the outer layer of at least a couple of cows, in a colour of your choice.

What to pay: Project £3000-£5000; Usable £10,000-£15,000; Good £18,000-£20,000; Concours £27,000-£30,000

Browse Jaguar Mk1s for sale

1947-56 AC 2 -Litre Saloon

Yes, another ‘sports’ saloon, although perhaps only sporty in comparison to the standard fare of the day, these cars were built in the area for they were ideally suited. The Surrey and Sussex towns and countryside are perhaps the ideal surroundings for these cars, with an occasional commute into London.

However, it’ll probably be a while until you’re getting down to such pleasures, if that is you’ve decided to take on the restoration of one of Thames Ditton’s finest.

Never common, even an ever-so-slightly jaded example could induce an amount of head scratching when it comes to parts supply, beyond ordinary service items. A really down at heel car is likely to take substantially more than a year and your skills in the tin bashing and welding departments will need to be augmented by a knowledge of working with wood.

Even if you have a handsome budget and no need for the daily grind, an AC 2 Litre will become something of a fulltime job, if you intend doing the lot yourself. Delegating tasks will save on time but squeeze the cash, as ever was the case.

Mechanical items are rare. That engine, if salvageable could end up costing a packet in engineering services and you may end up in the realm of making bespoke parts to achieve various functions.

It’s also true that the car may never be worth the amount of time and money lavished on it, but man, you’ll feel like a million dollars driving it.

What to pay: Project £3000-£4000; Usable £5000-£8000; Good £10,000-£13,000; Concours £15,000-£17,000

Browse AC 2-litres for sale

HAIR SHIRT DEPARTMENT

1954-59 Jensen 541R

Now, I really know a thing or two about taking on one of these cars, as I have one sitting in my workshop right now and, having owned it for nearly seven years, I’m still nowhere near finishing it.

Here are brought together virtually every discipline in the car restoration world. fibreglass, aluminium, steel, wood, leather, Perspex, rare parts and design flaws, but perhaps the greatest enemy here is time.

I was 44 and relatively supple when I bought mine. I’m now 51 and even with a workshop and skilled labour to hand, I’m realistically unlikely to be driving the thing for another couple of years, so again I have to say that taking on a project like this should perhaps only be contemplated by those who think they have oodles of time on their hands.

Fibreglass is often thought of as the welding coward’s best friend. I’ve seen plenty of the stuff where it shouldn’t be, but even here, where it is a large part of the outer cladding, working with the material to a high standard involves skill, patience and time. It’s not exactly the kindest material on one’s body either.

The great thing is, take on one of these cars now and you’ll have a brute of a four seater GT at your disposal and you may just manage to be in profit by the end of the project, as prices are beginning to rocket.

What to pay: Project £15,000-£18,000; Usable £26,000-£30,000; Good £35,000-£40,000; Concours £50,000-£55,000

Browse Jensen 541Rs for sale

1955-58 Alvis TC 108/G

Fancy taking on something to test your abilities and facilities to the absolute limits?

Yes?

Well, here you are then, although the only reasons you’ll be doing so are because you have so much spare time on your hands and such wonderful facilities and you’re so looking forward to boasting about your exploits.

With only penny numbers produced and with bodies comprising of aluminium, ash and steel, get ready for some very serious metallurgical knowledge acquisition and timber technology. This is a project for the sake of it, but you will have a beautiful car at the end of it and I can only see these automobiles’ stock rising from hereon in.

In truth, if you’re in the market for such a car, you’ll probably be better off buying a great example and it’s likely that you’ll be in a position to, if you can afford to equip a workshop decently enough to take one on.

I would suggest that only those with many years of restoration experience and the skills to match take on a project anything like this. But just look at what you’ll end up with…

What to pay: Project £22,000-£28,000; Usable £40,000-£50,000; Good £65,000-£80,000; Concours £90,000-£100,000

Browse Alvis TC 108s for sale

TOP 5: PAVAROTTI’S MASERATI CONNECTIONS

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Today is the birthday of Luciano Pavarotti, an ambassador for Maserati and purveyor of style, so what better way to celebrate the Italian icon than running down the top five cars to grace his garage?

Today would have seen Luciano Pavarotti turn 80 years of age, born on the 12th of October 1935 in Modena, Italy. Those of us with a love of Italian craftsmanship will know fine well that Modena is the direct heart of Italian supercar territory; it should then come as no surprise to find that Pavarotti was an ambassador for Maserati and drove everything from the Kyalami to the Quattroporte, holding affection for Maserati’s fine shapes and noises. 

Here we have a look at his top five Maserati connections, ranging from the early 1960s to just before his death in September 2007.

5. Maserati Quattroporte II

It looked good on paper - Cirtroën SM running gear, hydraulics and chassis with Maserati pedigree and styling. Sadly, it suffered a production run of only 13 vehicles due to a lack of power, front wheel drive that discouraged Maserati purists and the ultimate break up of the Citroën/Maserati partnership. Sold only in the Middle East and Southern Europe, the backlash against the MKII Quattroporte never put Pavarotti off the marque, nor the car.  

With a production run so small, you will be hard pushed to find a MKII Quattroporte, but luckily CCFS have an incredibly, incredibly rare opportunity to present you with one of only four remaining MKIIs looking for a new home.  


4. Maserati Quattroporte V

The relationship between the Pavarotti family and Maserati still holds strong today. With the Pavarotti Foundation dedicated to scouting and training of young new talents, Maserati supply official cars to concerts and events - such as the ‘Luciano’s Friends’ concerts held in his home town of Modena. The usual car of choice is the Quattroporte V, and lately, the Mark VI.

We have this cracking Quattroporte V  for sale on CCFS.

3. Maserati Kyalami

You may not hear of this model often, but Pavarotti was rather fond of it. Although this version of the Ghia-styled four-seater GT looked superior to the original De Tomaso Longchamp on which it is based, it didn’t take off and buyers didn’t appear interested. A shame really, as it’s actually a rather fine car. Pavarotti clearly thought so, as he picked his up personally from the Maserati factory.

If you like the sound of the Kyalami as much as Pavarotti's vocals, we have one for sale on CCFS. 

2. Maserati Sebring

Buying his first Maserati in 1963, the Sebring opened the gates to his love affair with the Italian three-pronged marque. It’s easy to see the attraction to this beauty, boasting exquisite looks with excellent performance and a stock-list of extras unseen on most cars of the time.  Pavarotti’s Sebring certainly offered basso continuo, with an uncompromised dash of passione.

You might struggle to find a Sebring in good condition, but don't panic – we have an immaculate example for sale on CCFS. 

1. Maserati Quattroporte III

Perhaps it was the closest Pavarotti could get to a glorious sound capable of matching his operatic tenor splendour. Maybe it was the neat and discrete Giugiaro styling that caught his attention or possibly it was the power from that V8 that caused him to sing. Either way, the Quattroporte III was a full-scale, high-powered full-on high-speed four-door that not only hit the high note, it allowed the perfect mix of la donna e mobile! 

NEW V OLD: FORD MUSTANG

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The Ford Mustang has suffered some woeful incarnations, but with the new generation Mustang reasserting the glorious Mustang name, which one is the stallion to go for? The original groundbreaker or the modern equivalent?

Classic Ford Mustang or Modern Ford Mustang?

Unless you live under a Rock or in the Fens, you will have undoubtedly noticed the new generation Ford Mustang has evolved into a rather tasty number. It’s not only the most advanced Mustang ever to hit the road, but also one of the most radical American sports cars available out the showroom in decades.  

For some, however, nothing quite compares to the good ol’ 1967 Ford Mustang GT. Getting your hands on one isn’t all too difficult either, nor is it as costly as feeding Eric Pickles. In reality, the cost of acquiring Ford’s original prancing pony can be as little as half the price of one brand new.  

You may feel this in an unfair comparison, as older cars lack the technologic progression that push the boundary of speed, safety and handling. But hold the fort, as it’s not quite as simple as that.  So, which one is better? 

While the contemporary embodiment of the famous Mustang works with independent rear suspension and offers cruising comfort to rival a 5.0-litre V8 beanbag, it doesn’t quite leave the impression given by the classic Mustang. It’s far from ugly, but the uncut lines of the 1967 original supply redemption for a stern ride quality that will leave long journeys a daunting prospect. Not quite as uncomfortable as a sex talk from your grandparents, but the current Mustang wins the comfort round. To be expected, really, as technology and public demand have left car manufacturers putting comfort top of the agenda. 

Inside the cabin, the old Mustang works wonders on your childish excitement. Every instrument binnacle and strip of chrome amid the artdeco fonts appear as a labour of love. You’ll find yourself repeatedly telling yourself ‘they don’t make cars like these anymore’.  Which isn’t quite true - as the modern version holds some nice touches of its own. The polished aluminium trim and vastly improved plastics, over the previous manifestation at least, allow a touch of quality to a genre of car infamous for breaching various UN torture legislations. However, as far as we are concerned - nothing breaches the Classic Mustang for sheer classy classlensess. If that wasn’t a phrase, it is now. 

Boiling down to power, you may expect the old girl to feel slower than a week in Cumbernauld - but you would be wrong. The aged 4.7 V8 lurking under the long bonnet pumps out 271bhp on a good day, taking the lightweight frame to 60mph in little over seven seconds if wearing its 289 V8 trousers - for a car pushing half a century in age this is beyond impressive.  The exhaust note is also so spectacular that it will draw petrolheads in for miles around. 

As for the current Mustang, the game has been pushed on a fair bit. The 5.0-litre V8 heaves around the extra 454kg with an outrageous free revving 435bhp. The only thing is, despite being capable of 164 miles per hour, the noise is deadened, removing the adrenaline filled impact so adorned from the classic. 

Now comes the tricky part; the handling. Older cars handle like a pair of rubber skis when compared to today’s vehicles, but for American muscle cars this is an entirely different ball game. Quite frankly, they don’t handle. Corners are an alien concept to the likes of an original classic Ford Mustang and you will need biceps the size of tree trunks in order to keep one in control when tackling tight, winding roads. The new Mustang is more of a sports car, using innovations to help it keep up with almost anything on a racetrack, making it a joy to fling around rather than fearing for your life. 

So, which one deserves your garage space? Taking reliability of poorer examples and the common notion that ‘new cars are better’ aside,  the Classic Mustang just clinches the deal. The modern pony is one of the best all-round modern cars you can buy. For £35,000 where else can you get a V8 sports car offering as much clout as a Ford Mustang? However, for style and panache it’s the old beast that will leave you saluting the Stars and Stripes. 

It may be slower, handle like a church and provide a miles per gallon figure that starts with a decimal point under lairy conditions - but it captures your heart like the demonic villain from Indiana Jones and the Temple of Doom. It’s also half the cost, with prices likely to creep up beyond elite levels as the years progress. 

There has never been a better time to purchase a classic Mustang. Grab a look at Ford Mustangs for sale on CCFS. 

PROJECT OF THE WEEK: JAGUAR XJS

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There is a lot to be said for restoring an XJS. Firstly, it’s a Jaaaaagggg – offering elegance and comfort with speed and grunt to boot. Getting hold of an XJS doesn’t cost the moon either, as its predecessor does, while parts and specialists are commonplace up and down the country. Overall, however, the XJS is a fantastic car, injecting excitement and cool into your lifestyle.

Jaguar XJS

When the XJS was launched in 1975, everybody hated it. After the sleek and world changing E-Type it appeared to be replacing, it was disappointing to say the least. The fact that very early ones, with big vulgar plastic bumpers, were usually finished in the most 1970’s shade of brown probably didn’t help.

Yet, as time has moved on, the shape of the XJS – like wine or cheese – mellowed into our culture very nicely. It pretty much became a staple of the late 20th century, adorning every city by the bucket load and staring in virtually all-major TV shows of the time.  It could be seen power sliding with Joanna Lumley in The New Avengers, Simon Templar had one and Frank Sinatra owned a V12 as a personal runaround. Nearly every member of the royal family had one, too. 

It became such a symbol of nostalgia as its looks and pedigree won the world over that the XJS production run lasted more than 20 years. Americans lapped up the V12, resulting in 115,000 being manufactured – leaving the XK8 with some pretty big shoes to fill. But why is this an ideal project?  

General opinion is that they are thirsty, poorly built and an extreme financial headache. So, what’s the appeal? Well, besides mooning us with its beauty and sounding sexier than Marilyn Monroe with a gnarly throat cold, they are nowhere near as catastrophic to own as claimed. 

Pre-HE models are indeed rather thirsty, but what else do you expect from a 1970s V12 design? However, for this price you are rewarded with one of the smoothest and grandest engines in the land.  

When it comes to build quality, some variants are questionable, but what else do you expect from a 1970s BL product build during turbulent times? Yet, the ones that are left have been updated or mended to provide quality motoring, as they should always have been. 

A restoration financial headache? There is no getting away from the fact some parts prices and specialist jobs are steep, but they are far more DIY-able than you would think.  The V12 may be a complex beast but if you source some advice from the interweb forums, you will find nearly any job is doable at home. 

Once you have it back on the road you will soon discover that the view over the bonnet is world beating and, as a driving experience, is second to none. 

Permitting classic car ownership and enjoyment for less than price of an E-Type subframe, this one here could use some love. Repaying you by genuinely enriching your driving experience and making you the head turner of the street, the only outstanding problem you may have is that an XJS will set the bar so high for your future cars, you will be forever spoiled. 

LATEST CLASSIC CAR AUCTION COMMENTARY: 02/02/2016

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In achieving $9.9m (£6.93m) under the RM Sotheby’s gavel on Friday evening in Phoenix, a 1937 Mercedes-Benz 540K Special Roadster has become the top selling classic during Arizona auction week. More importantly for the wider market though, between 84 and 85% of all cars auctioned were sold by RM at the AZ Biltmore and earlier by Bonhams at the Westin-Kierland, Scottsdale, where a 2015 McLaren P1 also set a new world auction record for the model when bought by a young American family for $2.09m (£1.46m).

In achieving $9.9m (£6.93m) under the RM Sotheby’s gavel on Friday evening in Phoenix, a 1937 Mercedes-Benz 540K Special Roadster has become the top selling classic during Arizona auction week.

Bidding for the Third Reich era Merc, which was delivered to the US when new in the rarer and most desirable configuration of ‘high doors’ and ‘long tail’, opened at $5m and ended up at $9m. Plus the 10% buyer’s premium, the $9.9m gross paid makes Special Roadster 130894 one of the most valuable pre-WW2 automobiles ever sold at auction.

The 540K led 17 million-dollar-plus results at RM, many of them benchmark valuations by bidders from 20 countries, who spent a Donald Trumping $62.8m (£44m) during the two sessions. The rest of the Phoenix top ten were taken by a 1929 Duesenberg Model J Disappearing-Top Torpedo Convertible Coupe in second place, sold for $3,000,000m (£2,100,000), and a 1965 Shelby 427 Competition Cobra third at $2,255,000 (£1,578,500).

The fourth highest priced seller was a 1965 Ferrari 275GTB sold for $2,117,500 (£1,482,250), fifth a 1971 Lamborghini Miura P400 SV $2,000,000 (£1,400,000) and a 1965 Ferrari 275GTS $1,760,000 (£1,232,000) sixth. Next was a 1960 Ferrari 250GT Cabrio S2 sold for $1,650,000 (£1,155,000), a 2015 Porsche 918 Spyder for $1,595,000 (£1,116,500), a 1962 Maserati 5000GT Coupe for $1,540,000 (£1,078,000) and, in tenth place, a 1953 Cadillac Series 62 Coupe for $1,430,000 (£1,001,000).     

Apart from the McLaren P1 record breaker, among other noteworthy results among $18m+ (£12.6m) worth of changes of ownership in the Bonhams Scottsdale sale, a well-documented, alloy-engined 1962 Mercedes-Benz 300SL made a model healthy $1,485,000 (£1,039,500). Whilst demonstrating the still steady interest in Daytonas without issues, a 1971 365GTB/4 Daytona Berlinetta driven less than 9000 miles from new made $1,155,000 (£808,500), a new live auction record for the model.

A both rare and immaculate 1928 630K Mercedes La Baule Transformable generated robust bidding from the audience and on the telephones until sold for $973,500 (£681,450), while a 1935 Hispano-Suiza K6 Cabrio, a once great beauty from an unrepeatable age, pulled $869,000 (£608,300). A 1964 Aston Martin DB5 also performed well in Arizona in January, selling for $781,000 (£546,700) and a 1955 DB2/4 Drophead went for $396,000 (£277,200). A 1973 BMW 3.0 CSL ‘Batmobile’ demonstrated only too well how times and tastes are a’changing by setting a new world auction price for the model of $341,000 (£238,700). 

Last Friday morning in the UK meanwhile, SWVA successfully shifted 94% of the 68 much more affordable cars in their catalogue at Parkstone near Poole in Dorset. The 64 cars sold were 17 more than in the same sale last year, when 18 fewer cars were consigned and 3 were unsold. The only 4 cars unsold this year was just as confidence boosting for both vendors and buyers, who spent £446,128 at the drive-through, an average of £6971 per classic, £203 or 3% more than they did at the same fixture one year ago.

Top seller at the West Country sale was not a Ferrari or a Porsche, but another ‘Fast Ford’, I this case a 1986 Ford Sierra RS Cosworth with 22,000 warranted mileage and full belts change service invoice from July 2015 following years of storage, which sold in the auction hall for £45,360 with 8% premium, just over £10,000 more than top estimate. An Irish Republic registered 1954 Bristol 403 also sold in the hall for £42,100 with premium, again £7000 more than the £35,000+ suggested.

The most paid over estimate though was £22,000 for a Big Healey with mods, but without any history, that had been cautiously estimated to reflect scruffy condition and a total lack of lack of paperwork. For despite having been static-stored in recent decades, the 1960 Austin-Healey 3000 Mk1 with many old rally mods, including triple Webers and humped boot in aluminium, was a runner and did excite much interest, again selling in the room for £42,120, more than double the £20,000 lower estimate figure.

Since ACA 23 January sale day close, and as I input this pre-Paris sales commentary, the King’s Lynn vehicle auctioneers report another eight post-sales, bringing their sales stats to 166 classics sold from 231 offered, a 73% sale rate, and a claimed 5% premium-inclusive sale total of £1.44m, so far, with the prospect of another Ferrari sale.

When so many markets - and most sectors within those markets - being in negative territory, the  bullish results from these first ACA and SWVA sales of 2016 in the UK, as well as the RM Sotheby’s and Bonhams US season openers in Arizona, should at least provide prospective players with some much needed confidence to participate, albeit with caution.

TOP 10 GT CLASSICS FOR LESS THAN £10K

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They’re slick, they’re comfortable, they’re fast – and more affordable than you might think. Giles Chapman reveals the best grand tourers for £10k.

From the Le Mans-winning ferocity of the Ford GT40 to the insipid trim levels of the Morris 1300GT, 'GT' is an acronym that can be stretched in all sorts of directions, but we've decided to take it literally here. We've chosen 10 great cars - most of them familiar, but with a few surprises - that we feel tick all the boxes for long-distance driving at sustained higher-than-average speeds, but which don't compromise on the creature comforts we all secretly love (OK, the MGB GT V8 isn't quite a mobile daybed, but it sure is quick, and it's quirky enough to join our multi-cylinder pack).

These are powerful cars that would all be easy to hustle around town and fit on the average British driveway (so everything American pretty much excluded itself automatically from our shortlist), yet would react forcefully at the first sight of an open road.

As they're almost all built for comfort, they offer classic motoring as an experience to share rather than tackle solo. Each is also versatile, so they're usable for summer touring in the grand manner, weekend breaks with the other half, and dependable for getting to and from events in comfort.

You’re also going to get admiration by the bucketload. And some of those wistful looks from fellow motorists will be because you’ve chosen something that many have been deterred from, due to legendary tales of rust, complexity and running costs.

True, there isn’t a car here that’s going to return more than 24mpg even if driven with vicar-like timidity. And they all need to be chosen well, brought up to mechanical health and sustained there by a rigorous attention to their (for the most part) well-known mechanical weaknesses. But choose and run them scrupulously and there’s not a car here that you’ll regret owning. In theory, anyway…

1977-81 Volvo 262C

What to pay: Project £1500-2500, Usable £4-6k, Good £7-9k, Concours £10k-12k

You used to either love it or loathe it, but as the years have rolled by this most ridiculous of Volvos has more and more appeal as a period piece from the kipper tie, executive toy and cabaret-night-out era. After all, it does have a vinyl roof with chrome crowns on the C-pillars and a buttoned black leather interior!

Volvo engaged Italy’s Bertone to transform the hefty 264 into a desirable luxury coupé. The Italian tinsmiths chopped an amazing 10cm out of the roof height to make the Swedish tank more racy. Colours were limited to silver initially, and later gold or blue without the vinyl top.

People are really going to stare at you as you ooze past, but inside you’ll be pampered with electric everything, including mirrors, windows, central locking and radio aerial. That soft Italian leather upholstery will keep you looking smug, along with an air-con and heated front seats. Yes, there’s a lot to go wrong or fix, so good luck, but it’s a scarce beast with just 6622 made.

1978-88 BMW 635CSi

What to pay: Project £1500-3k, Usable £4-5k, Good £7500-9k, Concours £11k-12k

The fantastic 3.5-litre straight-six engine was always the peach in the original 6-Series line-up, but for 10 grand you won’t be going near the specialised – and highly prized – M635CSi, rather the standard offering. That’s no sacrifice, though, because this is one fast motor, with rapid acceleration. It’s quite a big car, but it handles with BMW’s trademark panache thanks to lovely steering, excellent all-round independent suspension and big disc brakes.

The sharply focused BMW performance image should dispel any idea that you’re an ageing lothario. And being an older Beemer means that common people might occasionally let you in to the traffic from sideroads.

The interior exudes the pared-back comfort of 1970s BMWs, with very comfortable and supportive front seats. Electric windows all round are a boon, albeit a bit doddery, but electric seats could be perplexing things to repair. Only if you’re very unlucky will your car have velour upholstery – most have leather. A tasteful machine as long as you can find one that’s not been thrashed.

1986-91 Mercedes-Benz 560SEC

What to pay: Project £1000-2500, Usable £3500-5k, Good £7500-9k, Concours £12k-14k

Here we are in 1980s Mercedes-Benz country, when the cars were exquisitely built and manufactured, and the customers – content with Stuttgart’s awesome reputation – had no problem with digging deep.

They certainly got an aching hand from writing the cheque for one of these. The factory had put most conceivable luxuries into the sleek, elegant and spacious W126 four-seater coupé: heated/electric front seats, an electrically adjusted steering column, self-levelling suspension and a full leather interior were all included. But an additional small fortune could be – and often was – splurged on other options, to bring the bill up to Rolls-Royce levels.

For the top-notch edition of this pillar-less cruiser, Mercedes-Benz loaded up the horsepower with the biggest V8 engine in its corporate arsenal, a pointlessly enormous 5.6-litre intended to make this the most effortless car on the planet, if not the most vibrantly responsive. Plus, flared arches and meaty rubber.

Thanks to monster running costs and eventually sliding depreciation, today you can drive like minor Arab royalty for the cost of the dullest of new family saloons.

1981-91 Jaguar XJS HE

What to pay: Project £1000-2500, Usable £3500-5k, Good £6.5-8k, Concours £10k-13k

We want you to enjoy your grand touring as much as possible, which is why our recommendation for the XJS starts at the HE model that came along for the 1982 model year. With its ‘High Efficiency’ Fire Ball engine head redesign, fuel economy was made less, ahem, daunting.

A mild visual makeover and different alloy wheels and bumpers slightly alters the rather scientific-looking aura of the 1975-82 original, whose final design was a finale to the William Lyons/Malcolm Sayer partnership that began in the 1950s. But this XJS is a quantum leap in build quality, with Friday afternoon cars now only a one-in-five chance, instead of the depressing norm.

The snug cabin, long bonnet and that unbelievable smoothness from the V12 engine will never fail to enthrall. Once you’re absolutely sure your XJS is sorted, serviced and rot-free (doing up a 15th century Tudor manor house is easier, of course, but never mind), you’ll be champing to set off on the long, smooth roads of France to drive it as God (Lyons) intended.

1986-92 Porsche 928 S4

What to pay: Project £1500-2500, Usable £4-6k, Good £7-9k, Concours £10k-12k

Let’s face if, if you’re a Jag sort of person then you’d simply never countenance stepping over the threshold of a 928’s door sill. This was the alternative to the XJS from the land of bier steins and lederhosen, but if you’re a best bitter and roast beef chap then you just won’t go there.

Nonetheless, contemporary 1980s Jags don’t offer the choice of manual or automatic like Porsche did. And, it must be said, the 928 is a simply fantastic car for covering huge mileages at storming speed and in astonishing civility.

We’ve picked the S4 here with its 5.0-litre engine, twin camshafts and 32 valves, plus the excellence of Mercedes-Benz’s four-speed auto if you don’t want the five-speed, close-ratio manual. The electronic limited-slip diff is desirable, too.

It’s the epitome of the 1980s grand tourer. Nothing else looks like a 928 and, once you get the big bills of early ownership behind you and an attentive maintenance schedule in place, they can be surprisingly reliable.

1970-77 Triumph Stag

What to pay: Project £1800-3k, Usable £5-7k, Good £8-10k, Concours £14k-16k

The Stag has been a gold-plated classic pretty much from the time the last one was made in 1977. They’ve been long cherished and there’s masses of accumulated experience in owner circles which means that the car’s notorious original engine flaws – primarily relating to overheating problems and blown head gaskets – are well understood and easy to avoid.

There’s no other British car quite like it for style, noise or character. The 3.0-litre V8 is as individual as the four-seater convertible body with T-bar roof, and it’s an eager performer with barrels of low-down torque.

The Stag’s status as a long-standing classic totem is evident by the fact that our £10,000 upper budget limit will only see you into a very decent car, not an outstanding specimen. Still, most Stags still at large in the UK will probably have been restored more than once, so there’s plenty of choice at all levels.

1974-81 Ford Capri MkII/III (2.8 and 3.0)

What to pay: Project £2000-4k, Usable £5-10k, Good £10-15k, Concours £15k-30k

Really good Capris are getting quite expensive, such is the evocative appeal of the rubber-burning British legend. The MkII, of course, is a highly practical car with its tailgate and folding back seats, while the four-headlamp MkIII from 1978 onwards has some 150 small improvements, notably the more aerodynamic nose that aids stability at high speeds or in crosswinds.

All the niceties that came packaged in the Ghia treatment, including the warm tones of the velour interior, the vinyl roof and the historic livery that – you fondly supposed – had been created on a sun-kissed drawing board in Turin, tended towards a calming effect on Capri customers. So most 3.0-litre Ghias were ordered with automatic transmission and power steering. The four-speed manual is a fine device, though.

These days, such a machine is a great classic for daily or semi-regular use. In terms of usability, it combines a copious amount of cheesy opulence with a handsome shape and pretty good rear accommodation.

1973-75 MGB GT V8

What to pay: Project £2500-4k, Usable £5-7k, Good £9-11k, Concours £12k-14k

If it’s a mixture of performance, classic cred and discretion that does it for you then this GT truly hits the spot. The B GT V8 has blistering performance by old-school MG standards, but only the ultra well-informed enthusiast will spot the alloy wheels and subtle badges that indicate this is something rather more special than a standard car.

Unlike most confections that emerged from British Leyland in the early 1970s, this is a cracking machine. MG old-timers said the engine transplant couldn’t be done, but Spen King knew otherwise and the transformation was neat and easy – the standard MGB’s gearbox was retained – thanks to the ex-Buick motor’s compact dimensions and all-alloy lightness.

An abundance of torque, surging acceleration and, in careful daily use, not unreasonable fuel economy mark the car out. And, oh, the gorgeous noise it makes! Just a pity that the fits-like-a-glove interior is rather workaday. Only 2591 were made, with both chrome and later black rubber bumpers, over three years.

1986-92 Maserati 228

What to pay: Project £1800-2.5k, Usable £3-4k, Good £6-7.5k, Concours £9k-11k

Overlooked, misunderstood, eschewed, whatever. This stylish four-seater designed for rapid and luxurious long journeys is the least known of Maserati’s already bewildering Biturbo clan.

With the 228, the company tried to create a successor to its large GT line that reached back through time via the Kyalami to the early Mexico and 3500GT. To do this, it built the two-door car on the longer wheelbase of the four-door Biturbo, and clothed it in rakish style with long, low looks. Indeed, not a single panel is interchangeable with any other Biturbo.

The three-valves-per-cylinder, fuel-injected, twin-turbo V6 is the usual Italian masterpiece –albeit both stirring and frustrating – and while the car can manage an awesome lick on the autostrada, there’s masses of mid-range torque from the 250bhp powerplant.

The subdued exterior is matched by the ultimate in Biturbo lusciousness within: rich gathered leather and wood inserts abound, and a fertile Latin dad could easily squeeze three strapping offspring in the back. Once you’re over your Maserati prejudice regarding unreliability (it needs a disciplined, but not unpleasant, regime), you’ll love it. There were only 469 of them, with 49 coming to the UK.

1978-87 Opel Monza

What to pay: Project £400-600, Usable £1000-1500, Good £2-3k, Concours £4k-6k

Here is one of those excellent cars that does almost everything right, yet gets scant recognition.

The Monza is a beefy 3.0-litre barge with the best of late 1970s crisp German lines and an interior bulging with Euro-opulence. It’s also quite a sophisticated bit of kit, with all-independent suspension and cam-in-head valves on its straight-six engine. A five-speed manual gearbox arrived in 1980, but most of these trip-shrinkers came with GM’s excellent four-speed autobox.

There’s a lot of car here for the modest money, although much time will be spent in an exhaustive search for an example that’s relatively free of rust. However, don’t forget that the pool of available cars is slightly boosted by the few hundred examples of the Vauxhall Royale coupé, a near-identical car bizarrely given its own Vauxhall identity.

FORGOTTEN HERO: THE AUSTIN ANT

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Poor old BMC. While it may have once been the dominant force in British vehicle manufacturing, one thing the British Motor Corporation seemed utterly unable to do was become the dominant manufacturer to the British forces. Despite several efforts, the combined strengths of Austin, Morris, Wolseley et al were unable to topple Land Rover from the 4x4 affections of the military. The little-known Austin Ant was just one more failed stab at the prize.

Prior to the Ant, William Morris’ Nuffield Organisation had come up with the Nuffield Gutty and Wolseley Mudlark during the 1940s, which in turn led to the Austin Champ during the early-1950s. But the latter was found to be too expensive and complicated compared with the Land Rover.  

After a few years to lick its wounds, Austin had another go, this time with the Gipsy of 1958. Despite being blatantly influenced in appearance by the Land Rover, albeit with a steel body and all-independent suspension, the military still refused to bed-hop from Rover to Austin. So BMC changed tack. One thing the hefty Land Rover couldn’t do was be dropped by parachute from helicopters; the Royal Navy had taken to using flimsy Citroën 2CV pick-ups built in Slough. To try to capture this market, Alec Issigonis came up with a variation on his Mini theme, in the form of the Moke. The Navy did show interest, but only as something basic to drive around the decks of its aircraft carriers.

What was needed was something as light as a Moke, but with better ground clearance and four-wheel drive. Issigonis and his design team went back to the drawing board in 1964 to work on project  ADO19, which would eventually surface as the Austin Ant. One thing that was clear from the outset was that the vehicle had to use large chunks of Mini and BMC 1100 in its make-up if it was to stand any chance. But that resulted in a complicated challenge – how to get 4WD from a transversely-mounted A-series engine. The solution was to tilt the engine back 30 degrees. This allowed a bigger gearbox with a high/low ratio transfer box to be fitted, that also saved on space and gave better ground clearance. 

Under normal circumstances, only the front wheels were driven, but if required for tricky conditions, power could be applied to the rear wheels as well. Torsion bars were used for the rugged suspension, with disc brakes on the leading wheels. With an eye on the export market, the steering column was angled so that it connected with the centre of the steering rack. This facilitated easy manufacture of both right-hand and left-hand drive versions. Another distinctive feature was a passenger seat that could be folded completely flat, so a stretcher could be carried. 

The bodywork was extremely basic, although it at least offered more protection – from both the weather and bullets – than the preceding Moke. Proper doors and (depending on spec) a roof were fitted, even though those travelling in the back had to make do with canvas sides. A glassfibre hard-top was intended as an option. 

Frontal styling was very similar to the Moke, with a very simplistic trapezoid grille stamped out of a flat metal panel, bordered by circular headlamps. And noting how the Moke had taken off as a fun lifestyle vehicle, a more upmarket civilian version was also envisaged. Without the need to be dropped into war zones, the Civvy Street variant could afford a little more luxury, including chrome bumpers, timber trim and a rear bench seat. 

Six experimental Ants were built, followed by 24 prototypes dispatched around the world for testing. Everything was looking good for the new baby Austin and tooling up for production got under way at Nuffield Metal Products’ plant in Birmingham. And then came the merger between BMC and Leyland Motors, to create the mighty British Leyland. Suddenly, Land Rover was a part of the organisation that had so wanted to beat it. And guess what? It turned out that Land Rover had also been thinking along similar lines to Austin and had its air-portable half-ton Lightweight model almost ready to go. BL found itself with two very similar developments in the pipeline and a choice had to be made; the new and nifty kid on the block or the tried-and-tested favourite stalwart? 

Once again, Land Rover emerged triumphant. The first production Lightweight Landie was completed in November 1968, with manufacture continuing until 1984, used by the armed forces of more than 20 countries. As for the Ant, it was unceremoniously stepped on. A mere 12 survive across the world, with only three left in the UK.

BRITISH BEEF FOR SUNDAY LUNCH – THE ROVER 25 GTI

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Some of Rovers final outputs may not have been perfect, but they were the car of choice for many first time drivers and performed something only the likes of the Range Rover, the Mini or the Ford Capri had managed before: it appealed to all ages. It may have been 20 years since Rover launched the design onto the world but the design is the definition of timelessness. This car could have been launched tomorrow and it would still look just as grand. Controversial? Perhaps, as many don’t even give the Rover 25 GTi so much as a second glance, but stick with us on this one - the Rover 25 GTi is an overlooked piece of British beef.

British Beef for Sunday Lunch – The Rover 25 GTi

The Rover 25 GTi was a sensation in its day for the upcoming mechanic and enthusiast. Easily tuned, good looking, nippy and featuring keen handling and sporty suspension - it appeared to tick all the boxes. Furthermore, unlike a Ferrari or even a Cosworth, if you smashed it up then you could go and get another one.

Reliability seemed to be sorted, too, with the Rover 25 being the 3rd most reliable car to buy in a 2005 Warranty Direct Survey. It was also cheap on the road with the ‘Steptronic’ ECVT gearbox setup providing sublime control in town. The ventilation system was greatly improved while 2003 proved that 98% of vehicles had no faults, no faults, at all. Not even Toyota achieved that figure. 

Yet, it was still a 'Rover'. It could have reached 60mph in .2 of a second and been made out of the finest albino hippo, but it would still have been ‘a Rover’. And its reputation didn’t get much above the water when little niggly things started to make themselves known to the 25 owner as time moved on. Electronics began to take their own life, ABS committed suicide, the 1.8 petrol engine began to self harm and the interior components dated worse than shoulder pads and the Waif look. 

Pair this with the mediocre three stars NCAP crash test rating and the steering, which could begin wandering like a drunk giraffe as the car aged, and the reputation for the Rover 25 GTi entered the status chamber in unfavorable terms. 

The political melting pot that was the Rover Company didn’t help things much, driving many potential customers away to 'the foreigners'. Influential journalists continued to rip Rover to shreds, hammering the nails into Rovers coffin at an alarming rate. It was the bullied child, unfairly so.

However, if you look long enough and find one unabated by the clutch riding behaviour of old folk or the madness of youth then you’ve got a friend for life. Like a mellow Labrador or a refined collie.

Although little had changed from the previous 200 series, the Rover 25’s range of engines were more efficient, robust and refined than its predecessor. In particular was the 1.4 16v unit which seemed to hide under the bonnet of the majority that left the factory. The biggest change, arguably, came in the form of the 2.0 diesel turbo – with its newly designed high-pressure injection system which gave the little Rover bags of torque, despite doing little for the horse power. 

Engines were also borrowed from the MGF while the GTi option gave the VW Golf a damn good run for its money. Nearly every engine offers instant acceleration, it won't keep up with the modern equivalent but it gets more than the job done. 

The interior changes are relatively minor between the 200 and the 25, with the coloured dashboard components often giving a nasty reflection off the windscreen in strong sunlight. The steering wheel is new, the airbag is bigger, there’s more storage, redesigned seats with new rear head restraints and three-point seatbelts. Other than that – it’s the bog standard Rover interior.

For a supermini it is surprisingly spacious, even if 5 passengers need to cosy up in order to fit in. The boot area may be slightly hindered by the opening but its large enough for the biggest of shops or average Ikea visits. Criticise it all you like but the interior plastics are well above your average supermini and there is polished wood in even the cheapest models in the range.

The mechanics, bar the head gasket on the 1.8 models, have yet to show common fatal failings while the drive is much, much better than the Fiat Punto or Peugeot 206, thanks to its thoroughly worked chassis development. All round, this car is great news for the used car buyer. As long as you check that servicing work has been carried out properly, it’ll practically be bomb proof – depending on how it’s been treated throughout its life so far.

Although humdrum in the light of the supermini kings, the 25GTi  is always a good drive. It’s hardly boring and the weight distribution helps to prevent lolly-polly rolling around bends. Gearboxes and gear changes are as smooth as Roger Moore’s vocals. 

The engine note isn’t over powering but neither is it yawn-inducing, except the GTi when pushed - which growls and spits like the badge suggests it should. Overall, the mechanics and the design are top notch. Although certain aspects have dated, there is very little that doesn’t now scream of retro-charm.

The Rover 25 was lampooned as a fancy Rover 200 with a chinsy grille -as undesirable as that sounds, it’s a well rounded car that can be had for as little as £500. Although this won’t be the best example, it’ll be robust enough to survive any thrashing with aplomb. Already a popular racer, they maintain their low purchase value through the sheer enormity of numbers that are still driving up the roads today.

A used Rover 25 allows extreme advantage of all the benefits that Rover had to offer at a knockdown price. Low mileage, last of the line examples are outstanding value. Their charm is high. The styling is very British. Mechanically sound. Robust and finally gaining some of the recognition they should have had decades ago.