Inside the July issue, we celebrate 60 years of the trailblazing Jensen Interceptor and FF, by taking an original FF press car for a cultural drive in North Yorkshire. We also go behind the scenes at the company itself with its very last PR man; and help you identify all the key changes throughout the models’ history with our spotter’s guide.

We learn how, despite the odds, the opportunity to restore an early Land Rover Discovery was too hard to resist for one life-long fan, and we experience the grandeur of a Lagonda V12 Coupé. A reader also finally drives an Alvis TD21 Graber dhc after a four-plus-decade affection for the brand.

All that, plus columnists Julian Thomson and Alex Riley, market news and event highlights, the highs and lows of owning our classics, cars for sale tested and a Citroën AXGT buying guide make your latest issue unmissable.

Never want to miss an issue? Subscribe today and choose a Print+ subscription to get the next available issue delivered straight to your door with FREE UK delivery.
PLUS, you can access all of the past issues on the Classic Cars app.

CLICK HERE TO FIND OUR LATEST SUBSCRIPTION OFFERS

[ THE INSIDERS ]

The well-received arrival of the new Honda Prelude made me yearn for those splendid days when most manufacturers offered at least one affordable coupé

Alex landed his first television job in 1998, working behind the scenes on Top Gear. He’s made several classic car TV series since, and currently writes and presents The Car Years on ITV4. PHOTO: JOHN LAKEY

Honda has launched a new Prelude, and no, it’s not a fivedoor crossover – I’m looking at you Ford – it’s a coupé, just like every previous Prelude. Like most relatively affordable coupés, it uses bits from a family car, which in this case means the Civic Type-R, and in classic coupé fashion wraps the TypeR’s fancy chassis hardware in a more stylish body with a shorter wheelbase. This is 2026, so it’s a hybrid and all that extra motor and battery gubbins means it’s actually 60kg heavier than a Type-R and not as fast, but the handling is apparently excellent, and it’ll do nearly 50 to the gallon even when pressing on.

The fact that a new Prelude is such exciting news reflects the fact that the affordable coupé has become a rare beast these days, whereas coupé buyers have been spoilt for choice at various times over the last 60 years.

The Italians have produced lots of really desirable coupés, partly because both Pininfarina and Bertone needed to design and build them to stay in business. A look at the Fiat range in 1968 shows them listing no fewer than four different coupés at different price points – the 850 Coupé, 124 Sport Coupé, 2300S and Fiat Dino. All now highly desirable classics. Lancia would sell you four different variations on its Fulvia Coupé as well as a coupé based on the Flavia and no fewer than three different coupés based on the Flaminia saloon. Maybe that’s why they were always losing money.

‘Not all coupés are as desirable as the Giulia GT. The 1998 Ford Cougar was a huge letdown’

And Alfa Romeo offered the Giulia GT; not just the perfect expression of the relatively affordable coupé but truly one of the best cars I’ve ever driven. It was nimble, responsive, with a lovely engine, a great driving position and wonderful visibility. It felt so utterly right that within a few short minutes of getting in, I was piling on the revs and throwing it into bends as if we’d known each other for years. And every time I got out, people would come over to tell me just how gorgeous it was. Add in a decent boot and space in the back for one – very understanding and quite small – adult, and it’s a package that makes total sense even today.

But not all coupés are as desirable as the Giulia GT. The 1998 Ford Cougar was a huge letdown, given that it was based on the rather good Ford Mondeo. It somehow managed to be longer than the Mondeo with featureless sides, cartoonish rear lights and wheels that looked tiny. The interior was swathed in acres of grey plastic offering all the tactile pleasure of a washing-up bowl, and the driving experience was just as disappointing. At the same time, you could buy the Ford Puma, a coupé that took everything that was great about the Fiesta and added a sort of fizz and on-its-toes liveliness that made every journey a joy. It looked great, too, even if it sat a little too high.

Zagato made lighter, stiffer and more aerodynamic coupé bodies for racing in the Fifties and Sixties and in the early Nineties applied the formula to a Delta Integrale, creating the Lancia Hyena. It should have been a runaway success, but Lancia couldn’t deliver floorpans to Zagato, so it had to chop up complete cars, sending the price through the roof. Then Lancia stopped building Integrales and only 24 were ever made.

The Toyota GR Yaris is today’s Integrale, so how about a lighter GR coupé with a Zagato body? It would be an all-time great. If not, I’ll just have to keep saving up for a Giulia GT.

Subscribe to Classic Cars today. Choose a Print+ Subscription and you'll get instant digital access and so much more. PLUS FREE UK delivery.

[ CHASING CARS ] Nigel Boothman’s hot tips

Can this under-the-radar road rocket finally match its price to its performance?

Values for the Tuscan Speed Six of 1999-2006 have been all over the place recently. Sometimes, this can be a sign that a car is moving from the doldrums towards the recognition its fans think it deserves. For example, the year-2000 car in our photos showed only 28,000 on the odometer with 23 years of single ownership behind it. In metallic charcoal with red hide inside, and that V777 HOT registration included, it looked a lot of fun for £20,812 at Hampson’s March Bolesworth sale. Especially when a pampered 25,000-mile car had blown through its top estimate to sell for £35,500 with Mathewson’s a month earlier.

That must have surprised the crew in Pickering; they failed twice to sell a 2001 car with a good history and 43,000 on the clock in the autumn of last year, despite a low estimate of only £19,000. More recently, Manor Park Classics let a smart blue one with a running fault go for £11,788 as a project, while Iconic Auctioneers sold its Tropical Green example for £19,125 (est £15k-£18k) at the NEC Restoration Show. This was a one-owner car with its original Panasonic CD stereo… but was on its second chassis and third engine after 152,000 miles.

‘A 4.0-litre Tuscan S could beat a Lamborghini Gallardo to 60mph (3.7s) and 100mph (8.1s)’

Here’s the crunch. Owning a Speed Six will not be like owning a 20-year-old Audi; you have to re-adjust to levels of engine life and chassis rust related to Sixties exotics. Yet people value and cherish those, and use them too, so it’s all a case of how the Tuscan is regarded. It remains shockingly quick; it weighed 1100kg – 150kg less than the lightest Boxster – but made a stonking 350bhp that rapidly moved up to 380, 400 and eventually 440bhp; more than a 911/996 Turbo. A mid-range 4.0-litre Tuscan S could beat a Lamborghini Gallardo to 60mph (3.7s) and 100mph (8.1s) and had a wilder, more exciting interior. So wild, you might be tempted to a third comparison – this is more than Blackpool’s Lamborghini, it’s a pound-shop Pagani.

What holds these and other recent TVRs back is the company’s demise, and despite glimmers of hope, the continued lack of a reboot and a new model. Yet the Tuscan’s dazzling looks and unrivalled adrenaline rush may be enough to ensure the best examples soon rise.

An old Mercedes favourite is now a present-day banker

Where do you look for value among classic Mercedes? G-wagens have gone silly, with £20k the starting point for a rust-free Eighties or Nineties one. Rare performance specials like the 500E, 190 2.5-16 Cosworth EVO or AMG SEC coupés are well off into six figures. Yes, there are bargains aplenty from more recent Mercedes that are still depreciating, but what if you’d prefer something that doesn’t have a limp-home mode, five different ECUs and flaky air suspension? I’d turn back to an old favourite – the R107 SL.

This one, a 1981 380SL, slid through Brightwell’s Online Sale in February for £7488. It’s not difficult to buy an edgy SL for this money, but it’s tricky to find one with 72,000 miles, original books, tool kit and a matching hard top. Someone had been conscientious enough to MoT it – not necessary for a Historic Vehicle – as recently as November 2025. Previous MoTs reveal passes back to 2007 and no failures on anything scary, but scant use – less than 1000 miles in 20 years. So it just needs driving, and some summer sunshine would show off that Thistle Green Metallic paint very nicely. Black hide inside and a low-fat 3818cc V8 under the bonnet felt like the perfect spec to me.

This one was a great buy, but why this generation of SL? First, they have a long-established following with splendid specialists and good manufacturer support. Second, the best ones still attract proper money – see the 30,000-mile 1985 280SL that Iconic sold at Race Retro in February for £41,063 – this market isn’t collapsing any time soon. They’re also more affordable than the ‘Pagoda’ W113 generation while the preceding 190SL is priced beyond its boulevardier abilities. You’d be happier leaving our 1981 SL in a supermarket car park too, wouldn’t you? The R107’s closest rival is its successor, the excellent R129, but in the UK they’ve been hit by a lack of ULEZ compliance. Legions of ratty ones are also keeping prices low.

Finding a well-kept 1971-’89 SL is still a safe way to park some cash while enjoying sturdy luxury and effortless cruising power. And time moves on – after being so slow to age, they’re starting to turn heads just like the classics they really are.

Front-drive Citroën has irresistible pull – at this price

Just £4862 for this 1953 Citroën Traction Avant 11BL is about a third of what it should be worth in a well-adjusted world. Yet that’s what it reached in a no-reserve sale with Historics at Ascot in March, which didn’t even touch a rather roomy estimate of £7k-£12k. Those wide margins reflect the general feeling around Tractions at the moment – they ought to be solid five-figure cars, but some of them slip through the net for the price of a rubber-bumper Midget. Why is it happening?

There are different layers to the answer, of course. They’re pre-war cars in origin and appearance, even if the road manners and daily-driver ease of use defy this, but the pre-war market has taken a big hit. Then there’s the left-hand drive, for this one, which should be an irrelevance but still unsettles some people on the chilly side of the Channel. Additionally, French-built Tractions can suffer by comparison to Slough-built cars because of the leather seats and timber dashboards fitted to English ones. To me, a cheerful basic interior with a shiny tin dash and stripey grey cloth is the essence of Gallic motoring and has more charm. If you want veneer and cowhide, buy a Wolseley.

Also against the Traction is its long production run, so there are many to choose from and only the concours cars or most unusual examples – cabriolets, special bodies, some with six cylinders – soar beyond the low figures we’re seeing for saloons. In fact, there is a Traction out there for almost any role. There are Familiale models with three rows of seats, a Commerciale with a hatchback rear, a six-cylinder limousine, a close-coupled coupé, various open cars and two choices of dimension for the basic saloon – BL (Lègere) like this one, for nimble hacking through city traffic, and the wider, longer B – Normale – for shoulder room and open-road comfort.

What they have in common are virtues that seem to go under-regarded in today’s market – ride quality, pleasant rack-and-pinion steering, easy gearchange and a classless appeal. Finally, club support is immense and anything you can’t buy here will be available in France. Rusty ones need dodging, but this car was sound. Some lots look such good value you can’t help yourself, and if I’d been there… yes, I’d have made the next bid.

Subscribe to Classic Cars today. Choose a Print+ Subscription and you'll get instant digital access and so much more. PLUS FREE UK delivery.

[ Life Cycle ]

In the same family for more than four decades, this Mercedes-Benz 280SL has travelled the UK, been school run transport, and is now enjoying retirement as the grand tourer it was designed to be

Words CHRIS WOOD Photography JONATHAN JACOB

In the Kettle family for 40 years, this Mercedes has witnessed the growing up of three daughters

1971 – Mercedes R107 bewitches Chris Kettle

‘It was October half-term 1971, and aged 15, I went to Earls Court Motor Show,’ begins Chris Kettle, owner of this 1985 Mercedes-Benz 280SL. ‘This was the launch year of the R107 and when I saw the car on the stand, I thought it was perfect – a fixed-head coupé and convertible all in one. It struck me as the ideal touring car, and I thought about driving across the continent with a girl one day…

‘By 1977 I was working in the oil industry in Kuwait. I bought a 1969 W113 “Pagoda” 280SL manual in red, because I had always liked the colour. The car was a bit tired internally but in good order mechanically with lots of mid-range torque. I joined the Ahmadi Desert Motoring Club (ADMC) that ran great social events, and I had lots of fun. I regrettably sold the W113 when I left the country.’

Following some time in Bahrain, Chris met Liz and they married in 1981; by 1983 they were both working in Dubai. Chris’ thoughts of owning an R107 resurfaced and he felt this could be the time to buy his dream car. ‘I thought about a BMW 635CSi and briefly a Ferrari 308GTB but really needed no further excuses to go and buy a R107. Early in 1983 I approached the local Mercedes-Benz agent and distributor, Gargash Enterprises, to enquire about buying a right-hand-drive R107.’

Owner Chris (right) still admires SL’s quality feel

1984 – Chris buys his 280SL

1984 After more than a year’s wait, Chris finally orders his SL

Chris was disappointed to be told there were no allocations of the car available for delivery in that year, or the following one. ‘I was told to “Come back and see us in late 1984 to see what might be possible,”’ he says. ‘I was gutted, but could I hold my resolve? Should I really take that BMW 635CSi instead?’ Chris decided to hold firm, because he wanted his 1971 dream car, complete with body-coloured wheels. ‘I held my nerve and, in November 1984, I received a draft offer to buy a Mercedes-Benz 280SL. Later that same month I was given a delivery date of the end of July 1985.’

1985 Chris chose to collect his SL from the factory in Sindelfingen

‘As the delivery date came closer, I paid the deposit in Dubai. I had decided that I would collect the car from the Mercedes-Benz factory, because I wanted the factory stamp in the maintenance booklet. I booked a flight to Frankfurt, and almost immediately, I received a call from the dealership offering me a newer facelifted model that would be available on 1 August 1985.

‘A 300SL with alloy wheels and a catalytic convertor could really be mine – but with a 15 percent premium! I really did want the matching body-coloured hubcaps for the wheels, though, and I wasn’t keen on the possible reduced performance with a catalyst, so there wasn’t a lot of hesitation in declining the offer!’ Chris explains.

1985 Tynemouth seafront, still on German plates

Chris arrived at the Sindelfingen plant just outside Stuttgart in on 31 July 1985 and was given a comprehensive tour of the factory. ‘I can remember being struck by just how much hand-building was involved in the production of a Mercedes R107. The final stage of the build process was the fitting of the body-coloured hard-top to any convertible SL – this was also adjusted by hand. Perhaps surprisingly, the last six digits of the VIN number are stamped on the underside of the hard-top – it’s an easy way to check if the original is still with the car.

1986 SL settles into regular use

1986 Chris’ wife Liz and her sister enjoy a trip to Swaledale

‘After payment of the balance – the total cost was then equivalent to around £15,000 – the predelivery inspection page of the maintenance booklet was stamped “Sindelfingen 31 Jul 85” and my new Signal Red SL was given distinctive oval German export plates with the registration 895-Z-4399. I drove back to the UK via Reims and caught a flight from the French coast across the Channel on a Hoverspeed SRN4 hovercraft.’

Happily, Chris had some time off work in August and enjoyed driving his new SL around the UK, seeing family and friends. ‘I visited my parents in Tynemouth and there are photos of the SL parked on the seafront there, with the German export plates. Sadly, my father was to die in November that year, but he did get several rides in the SL and gave it his seal of approval, even though it wasn’t a Jaguar! Summers in Tynemouth drew many people to the coast and there were many admiring comments about the car. After that, Liz and I toured the UK in the SL whenever we could.’

Engine has only needed regular servicing and one new water pump

Once the car had been in the UK for a year, new car tax of around £1500 and VAT of £2500 had to be paid, although Chris had still saved money by buying the car in Germany. Now identified as B218 RPY, the car’s registration date was recorded as 31 July 1985. ‘I received two receipts when I bought the car, and the VIN and engine number were incorrectly noted on one of them. Unfortunately, it was this receipt that had been used by Customs and Excise and the Department of Transport to produce the car’s V5 logbook. The error was unnoticed at the time but came back to bite me later!’

Chris continued to work in Dubai and used the car when he returned on leave to the UK. In 1989 he decided to go back to university to complete an Engineering Master’s Degree. The Masters course was delivered at both Northumbria and Aberdeen universities, so the SL became Chris’ daily driver.

Lifting frame now eases solo hardtop removal

‘I then began working for Shell in the Netherlands, and after a few weeks, Liz joined me with Kate, our one-year-old daughter and Jen, who was then a baby,’ Chris explains. ‘I then decided to export the SL. The Dutch authorities wanted to know why the vehicle VIN and logbook didn’t match. Impounding loomed but I was eventually able to convince them there had been a genuine administrative error, and the car was registered as DN-ZX-63. In some respects, it wasn’t the best idea to have the car in the Netherlands because the Dutch car tax at that time was based on weight. The SL weighed 1509kg, so went into one of the highest tax brackets,’ Chris recalls.

During the early Nineties, the SL performed the same daily driver role in the Netherlands as it did in the UK. In 1993, Chris and Liz’s third daughter Eleanor was born, and Chris discovered that, happily, Nineties children’s car seats will fit into both the front and rear of an Eighties 280SL. ‘The girls loved going in the car with the roof down – I could drop the older two off at school on sunnier days on my way to work,’ he remembers.

‘I was working within the gas fields in the northern area of the Netherlands. Driving a convertible around Friesland, Drenthe and the Ijsselmeer in the summer was glorious, and I was reminded daily why I had wanted this car so much. It was practical too with a good-sized boot, so my hard hat, coveralls, boots and safety gear were easily stowed. Business trips to manufacturing facilities in northern France tended to be during the less clement months of the year, and driving across Northern Europe with the hard-top on also made me appreciate the flexibility of my choice – the SL was comfortable, fast and quiet.

1992 SL acquires a Dutch nationality

1992 Daughter Kate clearly enjoyed riding in the SL

‘There is a certain amount of “fun” to be had with the hardtop. Removing and replacing it for summer and winter is simple but its weight, at just over 40kg, makes the exercise potentially fraught for a husband-and-wife team where one is tall and the other short. However, this has been completed without damage to car, couple or marriage over the years, and I now have a lifting frame and hoist which lets me handle the hardtop singlehandedly,’ Chris says.

Now Chris and it are retired, SL lives life at a gentler pace

More than 100,000 miles, but would you know it?

Another work move to Oman in 1996 meant that Chris’ SL returned to the UK to be re-registered under its original mark. ‘I mentioned the VIN and engine number error but was told at the local vehicle registration office that correcting this would take some time. Given we were due to depart for Oman, the matter had to be left, and the car registered under the incorrect VIN. This was not resolved until 2023 when, retired and with the necessary time, I finally then managed to receive a corrected V5,’ Chris explains.

Working in the Middle East for the next eight years meant the SL was parked in garages and used when Chris had annual leave. It often covered 2000 miles in the six weeks when he and the family were in the UK, but Chris always kept the MoTs up to date.

Chris is yet to use the spare ‘Mexican Hat’ alloy wheels

ADMC badge first seen on Chris’ Pagoda

During the family’s trips to the UK, the seating arrangement of the three girls in the back of the SL was well established – Kate, the eldest, sat behind Liz on the nearside who moved the seat as far forward as possible; Jen sat behind Chris who pulled his seat further forward than was comfortable to give her room to place her feet; and youngest daughter El sat over the transmission tunnel, with a foot in each rear foot well or propped between the front seats. ‘Given we only used the car for the few weeks we were home in England, there never seemed to be a justification to buy something else,’ Chris says.

However, in the summer of 2002 the girls were asked to be bridesmaids for their cousin's wedding, requiring dress fittings in South Wales, a drive of five hours each way. By now Kate was 12, Jen 11 and El 9, and were all too big to fit in the back of the SL. Chris recalls their ‘reasonable’ plea for a more accommodating car after that trip, and their grandmother’s Toyota Corolla was duly bought.

‘My daughters loved going in the Mercedes with the roof down on the way to school’

2009 Daughter Jen’s final school days; shoes to match SL!

In 2004, the Kettle family was back living in the Netherlands, this time in Amsterdam. ‘Given the difficulty of having a car in the city, I didn’t take the SL, we simply used the Corolla,’ says Chris. ‘Over the next five years the SL got less than 2000 miles of use, because our trips to the UK were short but frequent, and we just used the Toyota.’

The infamous R107 leaking bulkhead issue had made itself known by 2009, evidenced by a little dampness discovered in the driver’s foot well. On each side of the bulkhead, a pipe drains rainwater from the top of the scuttle panel, exiting through the sill behind the front jacking points. The tube becomes blocked, the rust begins from the underside and can work its way through the bulkhead, often well-hidden until a late stage. Fortunately, Chris caught the problem early and the subsequent Mercedes-Benz dealer repair has lasted well.

Multiple personalities show how travelled this Mercedes is

Five years later, Chris was considering what to do with the car longer term. ‘Retirement from Shell was likely within the next five years, and the question was whether I was going to keep the Mercedes through retirement, because if I did, a little tidying up would be required. I decided in favour of keeping the car, so it went for an inspection and for a scope of work to be drawn up,’ Chris says.

This inspection showed no corrosion in either the bulkhead or sills, so the servicing team undersealed the bodywork, replaced the driveshaft couplings, engine mounts, brake discs and pads, rebuilt the differential and fitted an aftermarket air conditioning system. ‘This had been offered as an option when I bought the car, but I foolishly didn’t select it,’ Chris explains. Although the original Signal Red paint was looking a little faded on the boot lid, Chris decided to give the car a full respray.

2024 Touring the Auvergne in France

‘Inside, some work was needed, too. When specifying the car new I’d selected the MB-Tex vinyl interior material, instead of leather or fabric. It was the seat and interior trim for almost every taxi I had sat in from Cairo to Tehran, and these cars lasted hundreds of thousands of miles. Even up to today, only one thing inside the SL has needed replacement, testament to the original quality of the materials. New piping on the back of the driver’s seat was required because Jen had deconstructed the covering from its piping as a young, bored, back seat passenger!’ Chris laughs.

Up until 2019 – the time of Chris’ retirement and the passing of the 100,000-mile mark – servicing had taken place at Mercedes-Benz dealerships. Why the change? Chris had presented the car to a main dealer and was told it didn’t have a record of the procedures required for the R107 anymore. ‘The service manager told me the service manuals relating to the cars had been thrown out. It was then I knew I needed to have the car looked after elsewhere,’ Chris says. It’s now maintained by Neville Wright of Diamond Garage, West Auckland. ‘Neville has over four decades of experience with Mercedes cars and is a concours judge and member of the Mercedes-Benz Club.’

2025 Brittany – perfect weather for a convertible SL

Every year Chris fastidiously checks the condition on his SL. ‘The winter of 2022-2023 saw a full bodywork inspection, with sills examined internally and externally, and repainted,’ he reports. Between 2022 and 2024, the bumpers were refurbished: the structural stiffeners were in reasonable condition so were media-blasted and powdercoated; the chrome components, with one exception, were cleaned and internally coated with epoxy primer. The rear offside chrome section was also corroded, so was replaced with an original Mercedes-Benz part. Winter 2024-2025 saw the reflectors in the headlamps re-finished following the original vacuum vapour aluminium deposition process used by Bosch. ‘I try to keep the car as original as possible,’ says Chris. ‘With the headlamp reflectors, new seals and fixings have made them as good as they were in 1985 or even better, because I had the H4 halogen bulb upgrade.’

‘My father enjoyed several rides in the SL and gave it his seal of approval’

During his four decades of ownership, Chris and Liz have joined various clubs and enjoyed tours to the Auvergne and Brittany in France, as well as Northumberland and Yorkshire. ‘The huge luggage space means it really is only the proverbial kitchen sink that is left behind,’ Chris explains. ‘And even now, I also continue to learn more about R107s, including the fact that the boot lid is balanced to stay open, without the need for supporting struts, at any angle.’

2022 SL needs remedial work

The quality build of the R107 is held up by the fact that Chris’ SL has continued to be wonderfully reliable. ‘The large, heavy doors still close with a satisfying clunk, and while it can be tricky to open the doors in modern car parks, I try to park at the end of a row so we can get out easily, if not the most elegantly’, Chis says. ‘The SL still accelerates smartly and will drive all day at a steady 70mph without turning a hair. It remains a very smooth, comfortable and elegant way to travel. We often find ourselves talking to people about the car at various stops – it’s those body-coloured wheels that catch the eye of observers as well as the elegant styling.’

This year, the plan is to have the car registered as a historic vehicle with the DVLA, and Chris believes the SL will have more adventures with the Kettles for some time to come. ‘It will stay in the family because our eldest daughter, Kate, has said she would like to have it, but she’ll not be getting it any time soon!’

Despite its advancing years this SL remains a reliable friend

Know your classic’s previous owners?

Let us know at classic.cars@bauermedia.co.uk and it might make for one of our features

Subscribe to Classic Cars today. Choose a Print+ Subscription and you'll get instant digital access and so much more. PLUS FREE UK delivery.

Every month, Classic Cars’ Epic Restoration series celebrates the vision, determination and skill that keeps the old car world alive. Looking back on a year of huge rebuild projects in Epic Restoration of the Year 2026, Classic Cars and Machine Mart invite you to vote for your favourite transformation with the chance to win enough quality tools to undertake an epic restoration of your own

‘The level of craftsmanship and dedication to detail in these classic car restorations is truly outstanding. From painstaking bodywork to flawless paint finishes and carefully rebuilt engines, the skill and passion behind each project is clear to see. The complexity of bringing these timeless vehicles back to life is nothing short of remarkable, and every restorer involved should be immensely proud of their achievement.’
James Lewin, Machine Mart

1964 Alfa Romeo Giulia SS
Dave Ward took on his rare right-hand-drive Alfa Romeo Giulia SS after years in storage had left it neglected. He replaced wings in sections, repairing each panel by hand, and crafted new interior parts. Tim Wallace retrimmed them in red leather, while Neville Byford rebuilt the engine and gearbox before the team undertook a challenging final assembly.

Vote for Dave Ward, Tim Wallace and Neville Byford here

1990 Peugeot 205GTI
AutoRara’s rusty Peugeot 205GTI set out to prove even humble hot hatches deserve perfection. With a six-week deadline, David Stubbs and Chris Tye led the stripping and repair work, Stuart Duncanson applied flawless Cherry Red paint, and every component was renewed or refurbished. A four-figure hours investment paid off when the car was unveiled in as-new, factory-correct glory.

Vote for AutoRara here

1975 Ford Transit MkI
Auction site eBay commissioned Envisage to transform this commercial vehicle into a mobile lounge and event space for the Transit’s 60th birthday. The team tackled rotten sills and missing crossmembers, fabricated fresh panels, and fitted a VW T5 pop-up roof. The welcoming interior layout was guided by designer Peter Stevens.

Vote for Envisage here

1971 Ferrari 308GTS
Ian Barkaway of Ferrari specialist Barkaways decided to lavish concours-winning attention on his family’s cherished but tired Ferrari 308GTS. Rusty bodywork was replaced – sometimes by hand-shaped panels – and Rigor Tabbert applied flawless Le Mans Blue paint. The 3.0-litre V8 engine was rebuilt with precision, and inside, Wilton carpets and Connolly leather completed the transformation.

Vote for Barkaways here

1973 Lotus Elan +2 130/5
Led by Phil Benfield at Allon White Sports Cars, this restoration revived a Lotus Elan +2 130/5 that had languished unfinished for 26 years. The glassfibre body was painstakingly repaired with skills learned over many decades, chassis rust was stripped away by hand, and a new walnut dash and cream leather seats rejuvenated the interior.

Vote for Allon White Sports Cars here

1972 Datsun 240Z
Paul Atkinson acquired one of the earliest Datsun 240Zs to restore it in his own garage. Discovering decades of motorsport scars, he focused on preserving originality but called in RG Taylor when the project’s scale became clear. The team fabricated new body sections, rebuilt mechanicals, refreshed the interior with period-correct parts, and replaced worn suspension while resisting over-restoration.

Vote for RG Taylor here

2003 TVR Sagaris prototype
TVR enthusiast Stuart Barker unearthed this long-lost Sagaris prototype battered by hard use and even a gunshot! He enlisted Miles Hardy and HPC Classics to coordinate restoration with marque experts. Not only was there the challenge of painstakingly repairing the ultra-thin vinylester bodyshell, but also the rebuild of the media-blast grit contaminated engine, handled by Powers Performance.

Vote for Miles Hardy and HPC Classics here

1987 Land Rover Series III
Found in a hedge and thought only fit for spares, this Land Rover was resurrected by owner Paul with Artifact Automotive’s Harry Marshall and Will Roberts. New steel was welded where needed, a new wiring loom added, and the low-mileage Series III LT77 gearbox mated to a Discovery diesel engine.

Vote for Artifact Automotive here

1969 Lamborghini Islero
John Day entrusted his Lamborghini Islero to Simon Furlonger, Chris King and the team at Furlonger Specialist Cars for a no-compromises concours restoration. They laser-welded hairline cracks in the V12 cylinder block and sourced period-correct parts using old photos and reverse-image searches, the authenticity extending to brake pipes following factory routing.

Vote for Furlonger Specialist Cars here

1958 TR Ausca Roadster
Creative Custom Cars restored Simon Purcell’s rare TR Ausca Roadster – a Triumph-based Australian sports car with racing heritage – overcoming an accident-scarred chassis, ill-fitting steel frame and a cracked glassfibre body. Preserving its hand-built character was crucial throughout.

Vote for Creative Custom Cars here

1969 Jaguar E-type 2+2
Steve Evans and Angie Owen acquired their E-type coupé as a project, choosing Petroyle Restorations to transform it into a concours-winning jewel. After decades of use and amateur repairs, acid dipping revealed widespread corrosion. Every detail received relentless attention to authenticity, resulting in a class win at Salon Privé.

Vote for Petroyle Restorations here

1986 Lancia Delta S4 Stradale
Rally specialist Ian Gwynne and his team at BGMSport returned Mel Butler’s Lancia Delta S4 Stradale to its unique Monte-Carlo Rally specification. Botched repairs were rectified using old photos and even diecast models as a guide, and rare parts were sourced globally; no assembly went smoothly but authenticity won out.

Vote for BGMSport here

To have the chance to win Machine Mart premium workshop tools, vote for your favourite restoration from 1 April at classiccarsmagazine.co.uk/epicrestooftheyear/. Terms and conditions apply.

The perfect read for all supercar fans - just £11.49

From the spectacular gullwing-door Mercedes-Benz 300SL of the Fifties to the mind-bending performance of the Nineties McLaren F1, this special issue takes you on a vivid blast through five decades of supercars – those enthralling, mythical machines that push boundaries to the limit.

Hold on tight as we explore the pioneers of 500bhp fury for the road, putting the Lamborghini Diablo SV, Ferrari F50, and Jaguar XJ220 to the test.

It’s perfect as a gift for any supercar enthusiast or as a treat for yourself! Pick up a copy from TG Jones, WHSmith Travel store and selected local newsagents. Or purchase one here.

Love your cars? Why not check out The Best of Ferrari limited-edition bookazine?

[ OUR CARS ] 1980 Triumph TR7 dhc

• Owned by Alex Riley (c/o classic.cars@bauermedia.co.uk)

• Time owned 20 years, six months

• Latest/total miles 0/74,351

• Latest/total costs £474/ £1,474

• Previously Sent off for recommissioning

My good friend Chris – who had amazingly agreed to recommission the TR7 free of charge – rang to say it had arrived in one piece and he’d managed to free the seized clutch. But he discovered that all eight bushes in the shift mechanism had disintegrated, so a new set was the first item on the list of additional expenses.

The list got longer. He sent me a photograph of the tank looking rather secondhand with the words, ‘The petrol tank is seeping in three places.’ I’d previously had problems with rust particles in the fuel tank blocking the fuel pump filter, and at one stage one of the carburettors no longer delivered fuel and air, leaving me running on just two cylinders. I’d had the fuel system flushed and also fitted an inline filter, but seven years in the garage had clearly made matters worse.

The TR7’s tank is safely tucked away between the cabin and spare-wheel well which means to get to it you need to detach the springs, dampers and diagonal suspension links then drop the axle on its trailing arms. The new tank cost a hefty £474 – including the two metal retaining straps and rubber gaskets – but given I wasn’t paying for labour I told myself it was still a bargain.

Chris also discovered the exhaust pipe was broken just after the middle silencer. Luckily, he’d bought a job lot of spares only a couple of days before, which happened to include a stainless steel backbox with the pipe attached, so he and Alan fitted that, too.

Standard TR7 brakes are no more than adequate, and I’ve wanted an upgrade since I first got the car. It came with a set of Austin Princess four-piston calipers and thicker TR8 discs, but I’d had them on and off twice and they’d never worked properly, even with an uprated master cylinder and servo. Chris recommended brand new Princess calipers remade in aluminium and modified to need only a single brake pipe, available from the MG Owners’ Club. They cost just £100 each and weigh a featherweight 2kg.

The matching Capri 2.8i vented discs were only £36.69 and to get everything to fit, I ordered aluminium hub adapters made by Guy Brinton. These, along with the A caliper bolt needed to be drilled out, and I’d been sent the wrong pad fitting kit, but again, Chris had the right one in his stock of spares.

Chris and Alan also removed the entire dash and fitted the new heater, another job that would’ve cost a fortune in labour. The last upgrade was a set of anti-roll bar clamps from Hamilton Classic (hamiltonclassic.co.uk). These pull the front anti-roll-bar forwards by 15mm, increasing castor by 1.5°, improving steering feel, stability and turn-in. These, along with the clamps, calipers and discs were sent up to Chris with the car, and were included in the first £1000 spend.

Finally, Chris got the car MoT’d and I booked a train to Sheffield, excited at driving the TR7 again after all these years.

Subscribe to Classic Cars today. Choose a Print+ Subscription and you'll get instant digital access and so much more. PLUS FREE UK delivery.

[ MONTH IN CARS ] Barn finds

Ferrari, Bugatti, Porsche, Morgan and more classics in stunning US discovery

A remarkable collection of long-stored classic cars emerged from a property in upstate New York to be offered at Gooding Christie’s Amelia Island sale on 5-6 March. The star of the group was undoubtedly a 1951 Ferrari 342 America Coupé, chassis 0130 AL, recognised as the first road-going Ferrari sold in the UK. The buyer was David Brown, owner and chairman of Aston Martin Lagonda. As the first 342 America and the only one bodied by Ghia, it’s unique. The asking price in 1951 – a reported £9700 – would have bought two Bentley MkVIs or eight Jaguar XK120s. Repainted from its original silver over blue to red in the mid-Fifties, it passed through several more UK owners before moving to America in 1967. It was soon with Robert Chevako of New Woodstock, NY, but after a visit to watch the racing at Watkins Glen in June that year, it disappeared from view.

Ghia-bodied 342 first road-going Ferrari sold in the UK

Bugatti Type 40 Grand Sport with the same owner for 60 years

Following Mr Chevako’s recent passing, this and several other cars he kept were extracted for sale, including a 1929 Bugatti Type 40 Grand Sport that had been with him for more than 60 years, plus two Porsche 356s – a 1955 ‘Pre-A’ Speedster and a 1951 356 Coupé, and also a 1933 Morgan three-wheeler. The barns and garages also contained a Jaguar XK and several Minis, which were not entered in Gooding’s sale.

New York hoard yielded two 356 Porsches; Coupé…

…and Speedster, both from the early Fifties

Perhaps as a reaction to the military action on Iran and expected economic shock, the results for the New Woodstock collection were below expectation, with only the 356 Coupé beating its estimate to sell for $195k (£146k), while the Ferrari 342 fell a long way short of a $900k-$1.2m estimate and sold at a hammer price of $480k. The 342 America was not the only genuine Fifties barn find in the sale, as a 1959 250GT coupé by Pininfarina could not attract bidders and was passed on a $300k-$500k estimate. Bought by a US serviceman in the Bavarian Alps in 1969, it was shipped home and soon stored in Newark, New Jersey, where it remained for 55 years.

Ferrari 250GT attracted no bidders

Original owner David Brown of Aston Martin

Get your highly original Mercedes-Benz 300SL barn find… direct from Mercedes

This unrestored 300SL found in Pennsylvania

This 1960 Mercedes-Benz 300SL Roadster was discovered last year in Pennsylvania after a period of internment lasting several decades. It’s completely unrestored, which makes it one of an ever-dwindling number of 300SLs, either in Roadster or ‘Gullwing’ Coupé form, that can make this extraordinary claim.

Original SLs dwindling in number

Rather than popping up for sale with a dealer or making a big splash at auction, this one has been acquired by Mercedes-Benz itself, which is offering it as an opportunity to buy into the process of specifying the rebuild by its original maker. It was exhibited on the Mercedes-Benz Classic stand at Rétromobile in late January.

Interior includes US-spec Becker Mexico radio

The car’s long-term owner, a gentleman called Richard Scarborough, was a passionate fan of German sports cars who actively campaigned the 300SL at local club racing events in the Sixties; there’s still a black-painted roundel on the bonnet from those days. This Roadster was originally delivered in 040 Black, featuring an optional hardtop in 149 Light Grey, combined with a red leather interior (1088) and black soft top (872) – an unusual two-tone configuration. American-market specifications include the 3.89:1 rear axle ratio, Firestone Phoenix tyres and a Becker Mexico radio.

A campaigned club racer in the Sixties

Mercedes-Benz Classic is currently restoring the historically significant 1954 W196R Stromlinienwagen that sold for £44.2m last year and has completed exacting restorations on Mercedes cars of many eras, including the firm’s own 1924 2.0-litre Targa Florio racer.

New owner can specify build direct with Mercedes

Single-owner Jensen FF emerges after 30-year sleep

Jensen had been stored for almost 30 years

This silver 1969 Jensen FF had been laid up since shortly after the first owner’s death in 1997, when it moved to an outbuilding on his daughter’s property. The effort required to extract it was considerable, beginning with the need to shift several tons of bricks and paving stones, stacked on pallets in front of the door. Once this was done, with the use of a telehandler, further efforts were required to hack back years of ivy growth and dig roots out from under the doors. A lost key meant invoking an angle grinder to defeat the padlock, and the telehandler returned to lift the doors off. What was inside was a very dusty but well-preserved and original FF.

Only 60,000 miles at time of hibernation

When new, it covered some 60,000 miles as a daily driver, having been chosen for its 4WD ability to get in and out of the muddy Staffordshire quarry sites that its keeper owned and managed. In 1973 it moved, with its owner, to the Isle of Man, where it remained until returning to the mainland in his daughter’s possession in 1997. All four wheels were locked solid but the team working with Iconic Auctioneers wisely chose not to drag it out against its will and returned two days later when the brake pads had been removed and the tyres persuaded to hold air. It was consigned to the Race Retro Sale on 21 February, making £30,375.

Some rust but very well-preserved

Interior looks to be complete

Subscribe to Classic Cars today. Choose a Print+ Subscription and you'll get instant digital access and so much more. PLUS FREE UK delivery.

[ Buying guide ]

We’ve tracked the trends and crunched the numbers to reveal our top tips for the five best classic car buys in 2026. Tempted? Time to snap one up before the rest of the market wakes up

Words DAN SHERWOOD Photography ALEX TAPLEY

With the classic car market plateauing in recent years, the real opportunities now lie beneath the headline figures. By digging deeper and analysing the detailed pricing data from more than 1400 models tracked in our Classic Cars Price Guide, we’ve identified five desirable machines that are quietly trending behind the market. So far, this quintet of sleeping giants haven’t yet followed the upward trajectory of their peers but could easily become the hottest buys on the block.

Spanning a broad financial ladder – from an everyday classic to a junior supercar – each offers the chance to buy into a coveted model before fresh demand pushes prices higher. From a £5k Volvo estate to an £80k Ferrari icon, these are the smart buys for 2026 – classics that offer huge enjoyment today and the highest potential gains for tomorrow.

Few classic cars make such a persuasive case for everyday enjoyment as the Volvo 240 Estate. On paper, it’s about as glamorous as a filing cabinet, yet behind the wheel, its depth of character explains why values are finally on the rise. Add in geek-chic status, and you can see why it’s gained a cult-like following of younger drivers, proving it really is hip to be square.

Launched in 1974, the Volvo 240 was an evolution of the previous 140 series but brought meaningful technical progress. Overhead-cam engines replaced old pushrod units, MacPherson strut front suspension modernised the driving experience, and the interior and exterior were sharpened into the unmistakably squared-off form that would come to define the model, if not the company, for nearly two decades. Minor cosmetic updates aside, Volvo rarely tampered with the formula.

At its launch, the 240 was praised for its durability, practicality and class-leading safety, but rarely for excitement. Across its 19year production run, it was available as both a saloon and estate, powered by a variety of engines. Petrol options ranged from modest carburetted units to fuel-injected variants, alongside diesels sourced from Volkswagen in early cars. Four and six-cylinder engines spanned from 2.0 to 2.8-litres, with later turbocharged models bringing genuine pace.

It was the turbocharged cars that reshaped the 240’s image. In the mid-Eighties, Eggenberger Motorsport campaigned the 240 Turbo (dubbed ‘the Flying Brick’) in the European Touring Car Championship, winning the 1985 title outright. Volvo capitalised on the absurdity of its boxy estate troubling supercars, producing tongue-in-cheek advertising that cemented the model’s cult status. That irreverent vibe still resonates today, particularly with younger buyers who appreciate the model’s juxtaposition of overtly sensible styling cloaking surprising performance.

The car here is a limited edition Torslanda estate. Named after the Swedish town where the 240 was built, it was introduced in 1993 as a run-out model marking the end of production. Offered in a restricted colour palette of red, silver or white, it featured distinctive side stripes and 14in alloys, though this example now sits on 15in GLT wheels for a subtly sportier stance.

‘Behind the wheel, the Volvo’s depth of character explains why values are finally on the rise’

Inside, the overriding impression is one of solidity. The angular dashboard mirrors the exterior design, with switchgear that feels engineered to outlast fashion rather than follow it. The tweed-trimmed seats are comfortable, though light on lateral support, reinforcing the 240’s strengths as a long-distance cruiser rather than a corner carver. On the road, the Torslanda feels calm and unflustered. Steering is light but communicative, and the ride has a supple, old-school compliance that flatters the car’s bulk. The 2.0-litre B200F engine delivers its 111bhp smoothly and progressively, driving the rear wheels with a balance encouraging relaxed, confident progress. It’s not quick, but there’s a deep satisfaction in its measured, unhurried pace.

Visually, the 240 makes no apology for its unsubtle boxiness, prioritising function over fashion. Yet that lack of pretension has become its greatest charm. Once the preserve of architects, academics and sensible families, today, its underdog reputation, combined with legendary durability, makes it deeply appealing to buyers disillusioned with disposable modern motoring.

Despite rising interest, especially from younger buyers who are discovering this Volvo as a cool classic, values still lag behind comparable cars. BMW and Mercedes estates of the same era have climbed sharply, while the 240 remains relatively affordable, thanks largely to high production numbers and its utilitarian image. For buyers, condition matters most. Rust is the main enemy, particularly around wheelarches, sills, doors, front crossmembers and the spare wheel well. Mechanically, they’re tough, though tired rear springs and gearbox issues caused by leaking seals are worth checking for.

Prices start around £2500 for a usable example, rising to £5000-£6000 for a well-kept car, and up to £8500-plus for one in concours condition. Other Volvos such as the high performance T-5R and 850R and Seventies 244/264 are moving up, but the more pragmatic 240 estate offers unmatched usability, character, and depreciation-proof appeal, making it one of the most sensible – and satisfying – classic buys of the moment.

1993 Volvo 240 Torslanda Estate

• Engine 1986cc, inline four-cylinder, sohc, Bosch LH-Jetronic 2.4 fuel injection

• Power and torque 111bhp @ 5700rpm; 116lb ft @ 2800rpm

• Transmission Five-speed manual, rear-wheel drive

• Steering Rack and pinion, power-assisted

• Suspension Front: independent, MacPherson struts, anti-roll bar. Rear: live axle with four trailing links and Panhard rod, coil springs, telescopic dampers, anti-roll bar

• Brakes Front: vented discs. Rear: solid discs; servo-assisted

• Performance Top speed: 109mph; 0-60mph: 13.0sec

• Weight 1350kg (2976lb)

• Fuel consumption 27.5mpg

• Cost new £12,995

• Classic Cars Price Guide £2500-£8500

Owning a Volvo 240 Estate

Professional gardener Ash Davison is the owner of this funky Torslanda estate, having bought it in 2014 for £3500. ‘It was in very bad condition when I got it,’ he remembers. ‘There was notable corrosion on the wheelarches, under the rear lights, and in the battery tray and tailgate. The exhaust was hanging off, too!’

To rectify his rusty 240, Ash paid a bodywork specialist £1500 to weld in new panels and repaint the car along with fitting a replacement tailgate. ‘Rust can be common because they’ve often led a hard life as a workhorse and family wagon,’ he says. ‘They’re not pampered in any way.’

Ash’s car has been personalised with uprated lowering springs, GLT wheels and a custom centre console with retro-look Pioneer head unit. ‘The Torslanda isn’t the most desirable model, because it lacks some tech and has the lower-powered 2.0-litre engine, but it’s still got that retro vibe and is super practical, too.’ Parts are getting harder to come by, but specialists, such as Ashley Classics and Retros, offer good support for both parts and services.

When it comes to driving purity, nothing rivals the Lotus Elise S2 111S. In an era increasingly defined by weight, complexity and digital intervention, the 111S stands as a reminder that lightness, simplicity and feedback matter. For the enthusiast who values involvement over outright speed, it is one of the most exciting buys on today’s classic market.

Introduced in November 2000, the Series 2 Elise marked a quite significant evolution of the original concept launched in 1996. Developed jointly with General Motors – in return for a GM-engined version for its Opel and Vauxhall brands – the second-generation Elise featured more aggressive styling inspired by the M250 concept.

The naturally aspirated 1.8-litre Rover K-Series engine from the S1 remained, now controlled by a Lotus-developed ECU giving 120bhp in base models. A stiffer chassis, improved aero and a more refined cabin also raised the bar over first-gen cars.

‘Grip levels are high, but it’s the Lotus’ balance and adjustability that truly impress’

Throughout its ten-year production run, the Series 2 Elise was offered in numerous variants, from entry-level models to hardcore track-focused editions. Engine options expanded to comprise Toyota-sourced units from 2004, including an intensely exciting supercharged model. But it’s the Rover-engined cars that are increasingly seen as the most authentic expression of the Elise philosophy. The 156bhp 111S is arguably the pick of the bunch, especially for enthusiasts with an eye for a smart buy. Values for all S2 Elises are gently rising, the 111S up almost two percent when compared to 12 months ago.

With its 1.8-litre Toyota 1ZZ-FE engine, the 2008 Elise S model we have here today offers much the same experience as the Rover-engined car. There’s no doubt it’s a cracking machine that offers all the thrills given by our smartest buy, but it comes with a higher point of entry and softer prospects for growth.

Open the driver’s door, and the compact cabin’s priorities are clear. High, wide sills and a low roof-line mean access requires the flexibility of a magician’s contortionist, but, once you’re suitably folded inside, the thinly padded and narrow seats provide the perfect go-kart-like driving position. And although creature comforts are minimal, the real sense of connection between man and machine is immediate.

The unassisted steering feels heavy during any lowspeed manoeuvres, but lightens up on the move, bristling with information feeding directly into your fingertips. The wheel itself is tiny and extremely direct, the chassis reacting to the smallest input with instant precision. When speed builds, the car feels featherlight, changing direction eagerly and flowing along a road with a delicacy few rivals can match.

Like the K-Series engine, but with just 134bhp to play with, the Toyota unit delivers its power in a strong and linear fashion, encouraging you to properly work the five-speed gearbox and explore the upper reaches of the rev counter. Performance is brisk rather than brutal, but the sensation of speed is heightened by the proximity to the road and the unfiltered feedback.

Handling is the Elise’s defining trait. Grip levels are high, but it’s the balance and adjustability that truly impress. There are quirks, though: storage is woeful, wet-weather use demands respect, and long journeys can be tiring. Visually, the S2 Elise refined the original’s design with sharply creased lines and better proportions, yet it remains functional. Reliability is largely good, parts support is strong, and the rewards are immense.

Today, that reputation is fuelling renewed interest. As modern sports cars grow heavier and more insulated, the Elise’s analogue nature feels more relevant than ever. But while all S2 Elise variants strike the sweet spot between performance and usability, making them highly desirable for those who like to drive their cars, prices for the K-Series-powered 111S have risen slower than many comparable modern classics. Early S1 cars and limited editions have already seen significant appreciation, while later Toyota-powered Elises continue to command strong money, leaving the 111S overlooked.

When buying, there are key considerations. Chassis corrosion is rare thanks to the bonded aluminium construction, but poor repairs to the glassfibre clamshell can be costly. Stone chips are unavoidable because of the car’s low-slung stance, but spider web stress cracks should be a red flag, or a hefty bargaining chip.

The K-Series engine’s reputation for cylinder head gasket issues is largely overstated if they’re properly maintained and driven with a degree of mechanical sympathy from cold, but cooling system health is vital because radiators are prone to leaking. Suspension bushes, dampers and clutches can wear, especially on cars used hard, so listen out for any clonking on the test drive and ensure the speed rises as expected with the revs. Expect to pay around £10,000 for a usable 111S with higher mileage, to nearer £12,250 for a well-kept car with good history. Mint or concours-level cars will command up to £20,000, but this is still less than a similarly pristine S1.

With values still trailing the broader market trend, the Elise S2 111S represents a rare opportunity – a genuinely iconic driver’s car that remains accessible, usable and poised for appreciation. It’s a modern classic whose time is fast approaching.

2002 Lotus Elise S2 111S

• Engine 1796cc, inline four-cylinder, dohc, 16-valve, multi-point fuel injection with Lotus K4 ECU

• Power and torque 156bhp @ 7000rpm; 129lb ft @ 4650rpm

• Transmission Five-speed manual, rear-wheel drive

• Steering Rack and pinion, unassisted

• Suspension Front and rear: independent, double wishbones, coil springs, telescopic dampers, anti-roll bar

• Brakes Front and rear: vented discs

• Performance Top speed: 132mph; 0-60mph: 5.1sec

• Weight 806kg (1777lb)

• Fuel consumption 40.9mpg

• Cost new £27,995

• Classic Cars Price Guide £12,250-£20,000

Owning a Lotus Elise S

Forty-year-old Steve Neath from Dudley is new to Lotus ownership, having picked up the striking steel grey Elise S in our photos in December last year.

‘I’d wanted a Lotus ever since I was a kid, and was originally tempted by a supercharged Exige model,’ says the professional landscaper. ‘But after test-driving a few cars, I found myself longing for more creature comforts and a less hardcore driving experience. The S2 Elise S just seemed to tick all the boxes.’

Complete with a large rear wing, Steve’s car is an imposing-looking machine with the perfect combination of looks, performance and ease of use and ownership. ‘It sounds amazing, and my kids love it!’ Steve smiles. ‘I did notice a leaking damper soon after I bought it, but it was replaced under the warranty from Nick Cartwright Specialist Cars, who sold the car.’

Steve’s plan for the Elise is to add a few personal touches, such as a sat nav display and some extra carbon parts, but other than that, just to enjoy it.

At first glance, the Mercedes-Benz 190E 2.5-16 Cosworth might not look like an obvious performance classic. Yet get behind the wheel, and it’s clear why this compact saloon has matured into one of the most captivating modern classics of the Eighties and Nineties.

Introduced in 1982, the W201 platform was Mercedes’ attempt at a compact executive saloon that would challenge the BMW 3 Series. The 16-valve variants arrived in 1983, initially with a 2.3-litre four-cylinder engine. Developed with Cosworth to homologate the 190E for competition, what began as a stillborn rally contender eventually hit the grid as a Group A racer in the DTM, the German touring car championship, where it battled the BMW E30 M3 for circuit dominance until the early Nineties. The road-going model was praised for its engineering sophistication, build quality and high-speed stability, though critics lamented its conservative image and relatively high price.

In 1988, the 2.3 was replaced by the 2.5-16, offering more performance and improved drivability. Later Evolution and Evolution II models pushed the concept further, adding more audacious aero-addenda, uprated brakes and suspension, but even the regular cars benefited from the same motorsport DNA. In period, they were seen as serious, grown-up performance cars – less flashy than their rivals, but devastatingly effective.

Sliding into the supportive driver’s seat, the 190E Cosworth has the usual Mercedes feel of reassuring solidity. But despite being a practical saloon, the seating is restricted to four, because the rear bench has been ditched in favour of two individual bucketed items that mirror the heavily bolstered fronts.

Fire up the Cosworth-developed engine, and you’re greeted with a mechanical exhaust note that growls when revved and pops on the overrun. The clutch and steering are both feathery light, but the dogleg gearbox can take some getting used to.

On the move, the power delivery is smooth and progressive, encouraging you to work the engine rather than rely on torque alone. While 2.3-litre models pack around 185bhp, later 2.5-litre cars have nearer 195bhp. Outright pace is not earth-shattering, but the way speed builds feels purposeful and rewarding.

But the 190E Cosworth was never just about power, it’s the handling that is the highlight. The advanced multi-link rear suspension with self-levelling dampers gives a beautifully balanced feel, with secure grip and predictable responses at the limit. It thrives on flowing roads – or race circuits – where its composure and chassis balance shine through. While not playful in the way an M3 might be, it’s still deeply satisfying to drive quickly and smoothly. Visually, the 190E is understated to the point of anonymity – until you spot the details. The subtle wheelarch extensions, larger side mouldings, and a small rear wing give subtle extra presence. It’s aged exceptionally well.

Finding one today is increasingly difficult. Ordinary 190Es are still plentiful, but genuine – and unmodified – 2.3 - 16 and 2.5 - 16 cars are thinning out fast. Many were used hard, modified heavily or lost to corrosion, making good survivors increasingly desirable. For years, the 190E Cosworth lived in the shadow of the BMW E30 M3, but as M3 values exploded, attention turned to Stuttgart’s alternative. Its DTM pedigree and discreet image now appeals to enthusiasts who value substance over show.

‘While not as playful as an M3, the 190E Cosworth is still deeply satisfying to drive’

Crucially, prices still appear to be trending behind the market. While values of other modern classic Mercedes models are rising, the Cosworth has seen only modest signs of early growth. This means it’s great value, and good 190E 2.3 and 2.5s remain comparatively affordable when compared to E30 M3s, values of which have skyrocketed. Expect to pay around £11,000 for a usable, well-maintained example, £21,000 for a very good car, and upwards of £30,000 for a truly mint, low-mileage model.

Buyers should watch for rust – particularly around the jacking points, the door bottoms, ahead of the front wheelarches and rear subframes – and check if the Cosworth engines have been properly maintained. Fuel pumps can leak, as can degraded rubber vacuum hoses around the injection system, while timing chains wear and rattle. Tired suspension and electrical gremlins are common, but parts availability remains strong. The caveat being items such as the dog-leg gearbox and self-levelling suspension, which are getting scarce and expensive to replace.

As a classic to own, the 190E is wonderfully usable. It’s comfortable, practical, and built to last, with a sense of engineering integrity of a bygone era. Add its motorsport pedigree and growing cult appeal, and it’s clear why the 2.5-16 Cosworth represents one of the smartest performance saloon buys of the moment – what are you waiting for?

1989 Mercedes-Benz 190E 2.5-16 Cosworth

• Engine 2463cc, inline four-cylinder, dohc, Bosch KE-Jetronic fuel injection

• Power and torque 195bhp @ 6,750rpm; 173lb ft @ 5000rpm

• Transmission Five-speed manual, rear-wheel drive

• Steering Recirculating ball, power-assisted

• Suspension Front: independent, MacPherson struts, anti-roll bar. Rear: independent five-link system; coil springs, hydraulic self-levelling dampers, accumulator spheres, anti-roll bar

• Brakes Front: vented discs. Rear: discs; servoassisted, ABS

• Performance Top speed: 142ph; 0-60mph: 7.2sec

• Weight 1300kg (2866lb)

• Fuel consumption 24mpg

• Cost new £30,000

• Classic Cars Price Guide £11,000-£30,000

Owning a Mercedes 190E 2.5-16 Cosworth

With six 190E Cosworths in his collection, professional car trader Glenn Manuel of Spalding-based Baytree Car Sales, knows the Eighties icon inside out. ‘I’ve got three models on the road at present, with three I acquired for spares,’ he explains. ‘I bought the Almandine red one here today – one of only 5743 2.5-engined models – in 2021 from a private collector.’

Like many fans of the breed, 38-year-old Glenn grew up in an era where the 190E Cosworth, E30 M3 and Sierra Cosworth were the top dogs on the street but rates the Mercedes above them all. ‘It’s a great car to drive and its understated styling still looks classy today,’ he says.

‘They do have their problems, though. This one has a cold start issue, likely due to a blocked K-Jet injection system. It’s a common fault requiring a £700 rebuild to fix.’ Luckily, with a trio of donor cars waiting in the wings, Glenn hasn’t had to look too far for any replacement parts but has found brand new stock levels for certain parts are getting increasingly scarce.

There aren’t many cars that can genuinely claim to have changed the course of automotive history, but the Audi Quattro is surely one of them. Even today, more than four decades after its debut, the original 10-valve Quattro remains an enticing proposition – a car that blends motorsport pedigree, everyday usability and a unique driving experience. For buyers seeking a landmark classic they can both use and enjoy, the ‘Ur-quattro’ – ‘original Quattro’ in German – makes a strong case.

Unveiled at the 1980 Geneva motor show, the Quattro’s impact was immediate. At a time when four-wheel drive was associated with clunky offroaders and military vehicles, Audi’s decision to apply it to a high-performance road car was revolutionary after Jensen’s 1966 FF had seemed a technological dead end. Rather than a traditional transfer box to send drive to the rear wheels, Audi’s engineers devised a sophisticated hollow-shaft system that combined an outer shaft to drive the rear wheels, with an inner shaft rotating inside providing drive to the front axle. A centre differential integrated into the gearbox allowed each to turn at different speeds as required. The innovative approach was both lighter and simpler than existing designs.

Early road tests praised the Quattro’s innate traction and composure, even if some critics questioned its complexity and weight. The earliest examples were powered by a turbocharged 2.1-litre inline-five with a 10-valve cylinder head, later expanded to 2.2-litres in 1987, producing around 200bhp.

Over its 11-year production life, the Quattro evolved steadily. Early cars featured analogue instrumentation and simple interiors, while later examples gained digital dashboards, revised trim and minor mechanical tweaks. The 10v cars were eventually followed by a more powerful 20-valve version in 1989, which remains the most desirable today. Nevertheless, it was the original 10-valve Quattro that established the blueprint and delivered Audi’s first true performance icon.

The car here is a silver 1984 10v, complete with a futuristic digital dashboard introduced for that model year. Open the long door, and the interior feels restrained and well-built. The driving position offers excellent visibility, and the four-spoke steering wheel is just the right size and thickness. However, its position feels slightly off-centre relative to the seat and pedals.

Turn the key and the turbocharged five-cylinder engine settles into that trademark off-beat thrum, a sound now inseparable from Audi’s performance identity. On the road, power delivery is unmistakably of its era – noticeable lag followed by a decisive surge as the turbo spools up. Performance is adequate by modern standards, but there’s plenty of shove available when you stay in the upper end of the rev range. The gearlever has a long, heavy throw, but shifts with a rewarding action.

‘Through its motorsport success, the Quattro name became synonymous with all-wheel drive performance’

Handling is where the car’s character truly shines. The permanent four-wheel-drive system provides colossal traction, particularly in poor conditions, and inspires true confidence where rear-drive rivals can feel nervous. There’s understeer at the limit, and a surprising amount of body roll, but the overall balance encourages fast, secure cornering. However, while the handling inspires trust, the brakes feel wooden and weak, requiring firm pressure before they bite, which saps confidence until you get accustomed to their limitations.

Visually, the Quattro’s angular proportions and blistered wheelarches still remain more purposeful than pretty, but its rally bred stance provides it with an undeniable presence, especially with the 15in multi-spoke Ronal alloy wheels that make it look like it’s just rolled off a special stage.

And this is a large part of the Quattro’s enduring appeal. The car’s dominance in early-Eighties rallying – perhaps most famously the short wheelbase and even more-focused Sport Quattro version that was built for Group B competition – transformed Audi’s image. The sound of the five-cylinder engine echoing through forest stages became iconic, and the Quattro name became synonymous with all-wheel drive performance. Today, as younger enthusiasts discover its story and older fans seek nostalgia, the Quattro’s appeal continues to grow.

But even so, values lag behind some contemporaries. The later 20-valve cars and homologation specials have seen dramatic price increases. Early Quattros have risen more gradually. This presents an opportunity. As buyers increasingly recognise the significance of the original model, demand is strengthening, yet prices remain accessible. However, Sport Quattro values have also lept, with the potential to pull lesser models along with it.

Buying wisely is essential. Corrosion is the major issue, particularly around the doors, sills and wheelarches, as is poorly repaired crash damage. Mechanical parts are robust if maintained, but some components are getting hard to find, so specialist knowledge is vital. Expect to pay around £12,000 for a usable example, £22,000 for a well-sorted car, and between £36,000 to £50,000 for an exceptional, low-mileage version.

Modern classics, and in particular gutsy hero models from the Eighties are rising in desirability for the generation with the money to buy the cars of their dreams. For those seeking a classic with both genuine historical importance and growing cult appeal, the Audi Quattro 10v is a seriously smart investment.

1984 Audi Quattro 10v

• Engine 2144cc, inline five-cylinder, sohc, 10-valve, Bosch K-Jetronic fuel injection, KKK K26 turbocharger

• Power and torque 197bhp @ 5500rpm; 210lb ft @ 3500rpm

• Transmission Five-speed manual, four-wheel drive

• Steering Rack and pinion, power-assisted

• Suspension Front: independent, MacPherson struts, anti-roll bar. Rear: independent, MacPherson struts, anti-roll bar

• Brakes Front: vented discs. Rear: solid discs; servo-assisted, ABS

• Performance Top speed: 137mph; 0-60mph: 6.5sec

• Weight 1290kg (2844lb)

• Fuel consumption 20mpg

• Cost new £18,650

• Classic Cars Price Guide £22,000-£46,000

Owning an Audi Quattro 10v

Jeremy Lasker, a 72-year-old legal barrister, has owned this stunning silver Quattro 10v since 1988. ‘I’ve put over 100k miles on the car in that time,’ beams Jeremy. ‘For many years, I used it as my daily driver for my commute to work and it’s been an incredible machine.’ Unfortunately, an attempted theft saw Jeremy put the car in storage, where it sat for almost a decade before undergoing a full restoration by Adam Marsden of AM Cars in Somerset.

‘Adam had the car for 10 years in total, completely restoring the bodywork and rebuilding the engine, transmission and suspension.’ The restoration cost around £40,000 but refreshed the car back to factory standard.

‘Other than that, the car has been rock-solid. It’s only been the cost of regular servicing, which is required every 5000 miles, that has been particularly costly. The only issues I’ve found have been that replacement parts are getting harder to find, and that can make them expensive, so having a well-connected specialist on hand is a must,’ Jeremy says.

The intoxicating mix of style, performance and theatre that defines a classic Ferrari is often assumed to be out of reach for all but the wealthiest of enthusiasts. Yet while prancing horse ownership is never cheap, entry to the marque is more attainable than you’d expect. With its mid-mounted V8 and sharp Pininfarina styling and unmistakable presence, the Ferrari 308GTB delivers the exotic experience in a compact, usable package. And with decent examples currently trading between £35,000-£50,000, it’s a seriously tempting alternative to more expensive, and less exotic, Stuttgart-crested rivals.

Introduced in 1975 as the successor to the Dino 246GT, the 308GTB marked Ferrari’s entry into the small-capacity V8 sports car market. Debuting at the Paris motor show, it garnered praise for its modern wedge-nosed styling, mid-engine layout and high-revving 2.9-litre V8. Early cars were powered by a quad-cam, dry-sump engine fed by Weber carburettors, delivering a heady combination of performance and character that quickly became central to the 308’s appeal.

Early Series 1 cars were by Carrozzeria Scaglietti, featuring corrosion-resistant glassfibre bodies over steel tube chassis – earning them the nickname Vetroresina (glassfibre in Italian).

Ferrari claims just 808 were produced before the switch to steel bodies in mid-1977. While the move added around 150kg, it brought improved panel fit, greater rigidity and a more conventional production process. Around the same time, Ferrari introduced the targa-roofed 308GTS, widening the 308’s appeal.

In 1980, tightening emissions regulations prompted the introduction of Bosch K-Jetronic mechanical fuel injection and electronic ignition. Renamed GTBi and GTSi, these benefited from improved drivability and reliability, but suffered a notable drop in power, down to 211bhp from the carburetted engine’s 255bhp. Performance took a hit, and these fuel-injected variants remain the least sought-after today. Ferrari addressed this in 1982 with the arrival of the 308 Quattrovalvole (QV), with four-valve cylinder heads lifting output to 240bhp. Production ended in 1985, when the 308 was replaced by the subtly evolved 328.

The car featured here is a 1979 steel-bodied example finished in classic Rosso Corsa. Inside, the low-slung, leather-trimmed cockpit instantly places you in a different era. The driving position is heavily reclined, and headroom is tight, but this only reinforces the compact dimensions and sense of intimacy. For many, the 308 remains inseparable from its starring role in Magnum PI, a cultural association that cemented its status as an icon of Eighties automotive excess.

Turn the key and the thunderous V8 fires to life, the twin-Weber carburettors producing a glorious soundtrack, even at idle. The unassisted steering is exceptionally heavy at low speed, but is direct and communicative on the move, relaying surface changes with a clarity rarely found in modern machinery. The long-throw clutch takes muscle to modulate, and the gated dogleg ’box rewards a deliberate hand, but working the ratios as the engine spins towards its 7700rpm redline is deeply satisfying.

On the road, the 308’s character is defined by balance rather than outright aggression. Power delivery is linear and responsive, encouraging you to exploit the engine’s rev-happy nature. The mid-engine chassis offers excellent poise, with predictable handling, a supple ride and ample grip. It’s engaging without being intimidating, a trait often attributed to the influence of then-Ferrari Formula One driver Niki Lauda, who played a role in refining the car’s dynamics during development.

Today, the 308GTB enjoys a loyal following, its sharp lines, pop-up headlights and compact proportions standing as a timeless expression of Ferrari design. Carburettor-fed early GTB/S models are showing the first signs of growth – particularly for well-kept, low-mileage examples – alongside other Seventies, Eighties and Nineties Ferraris. However, despite this, the model remains relatively accessible by Ferrari standards.

Fuel-injected, steel-bodied models represent the most affordable entry point, with reasonable examples typically commanding £32,000-£42,500. Aside from the over-inflated Vetroresina – now undergoing correction – the carburettor-fed steel-body cars are the most desirable of the 308 series, showing early signs of upward movement again. Values of the glassfibre 308s remain around 50 percent greater than similarly specced steel-bodied models, which draw prices between £36,000 and £54,000. That’s not expensive when compared to in-period rivals such as the Porsche 911. Later QV models track very similar values, depending on history and condition, and concours examples of all types typically add a 30 per cent premium.

‘Working through the gears as the engine spins towards its 7700rpm redline is deeply satisfying’

Buyers should be mindful of corrosion in steel-bodied cars, particularly around sills, wheelarches and door bottoms, while glassfibre examples are not immune to chassis rust. Timing belt maintenance is critical, and neglected fuel systems are a common warning sign. Buy well, however, and the 308GTB offers ownership rich in drama, heritage and involvement.

For enthusiasts seeking a usable classic with genuine Ferrari pedigree, the 308GTB remains an irresistible proposition: a car that impressively distils the legendary marque’s spirit into a beautifully balanced and deeply engaging package – making it a truly smart classic in every sense.

1980 Ferrari 308GTB

• Engine 2927cc, 90° V8, four Weber 40DCNF carburettors

• Power and torque 255bhp @ 7700rpm; 209lb ft @ 5000rpm

• Transmission Five-speed manual, rear-wheel drive

• Steering Rack and pinion

• Suspension Front: independent, unequal-length wishbones, coil springs, telescopic dampers, anti-roll bar. Rear: independent, unequal-length wishbones, coil springs, telescopic dampers, anti-roll bar Brakes Front and rear: vented discs; servo-assisted

• Performance Top speed: 154mph; 0-60mph: 6.5sec

• Weight 1250kg (2755lb)

• Fuel consumption 19mpg

• Cost new £18,973

• Classic Cars Price Guide £38,000-£68,500

Owning a Ferrari 308GTB

As the owner of family-run Ferrari sales, servicing and restoration specialist, Nick Cartwright Specialist Cars in Matlock, Ben Cartwright has a wealth of experience with 308s of all generations and rates them highly as a toe in the water of classic prancing horse ownership. ‘The 308 is a robust car with strong, simple engines,’ he says. ‘For a Ferrari, it’s relatively easy to work on too, even for the home enthusiast.’

That’s not to say they are without their issues though. ‘The original exhaust valves can break, requiring a cylinder head repair that can cost around £7000-£8000 to put right,’ he explains.

‘Parts have also gone up recently, so they are not as cheap to run as they once were, but for a Ferrari, they still represent a model that can be owned for relatively little outlay.’ Simply service the engine annually, at a cost of around £550 a time, and add in a cambelt every third service for an additional £550, and you won’t go far wrong.

Timing is everything. Hesitate when values dip or stall, and you might forever miss out on owning the classic of your dreams. Our five Smart Buys of 2026 offer you the chance to get ahead of the pack, picking up cars currently trending behind the broader market or similar models – or showing early signs of growth – before prices catch up.

The understated Volvo 240 Estate, a car that puts rugged practicality, reliability and safety above style and performance ought to be a wallflower. But those very qualities have attracted a cult following among younger buyers. With the paradoxically sporty T-5R/850R up 15 percent in the last year, the market is starting to see Volvos differently; other models should follow.

The Lotus Elise S2 111S offers uniquely razor-sharp handling and a pure, lightweight driving experience. Unlike the cuddly Series 1 Elise that’s already seen classic appreciation, the sharp-edged form of the S2 is only just starting to move – up two percent in a year – as the most active buying demographic takes notice. A demographic with different views on aesthetics.

Modern classic Mercedes have almost universally seen strong growth in the last 12 months, with the basic 190E up nearly 30 percent, yet the considerably more thrilling but no less dependable Cosworth has grown just five percent. That can only gain momentum in a market that loves Eighties performers.

‘Our choices deliver a blend of enjoyment, provenance and useful growth potential’

Which brings us to the genuinely iconic Audi Quattro. The 10-valve cars are currently trading at a 40 percent discount over the 20-valve cars. With other sporting Audi models up anywhere from three to ten percent, expect that gap to narrow as buyers who missed out on the hyped halo model reset their horizons.

And the Ferrari 308GTB… It teases with seductive looks, tactile handling, delicious acoustics and – in carburettor-fed form, exciting urge. Layer in robustness and relative simplicity and it’s no surprise prices are starting to pick up again. It’s in good company; the Seventies-Nineties Ferrari era seems a sweet spot right now with some models showing double-digit growth.

Once again, the world is full of uncertainty, and there’s no telling if the window to buy these cars will be short or long. As the younger buying demographic grows, our choices will be in ever greater demand. So, arm yourself with Classic Cars analysis and up-to-date prices, jump in when the time is right and enjoy while you can. The next wave of desirability is already on the horizon.

Subscribe to Classic Cars today. Choose a Print+ Subscription and you'll get instant digital access and so much more. PLUS FREE UK delivery.