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TODAY’S MARKET

Ford’s ST nomenclature is 25 years old. We look at values of the first Blue Ovals to wear the badge.

RANGE ROVER SPORT

THE

LAST SAABS

We chart Saab’s final glory years, and the underrated models made before the lights went out.

JAGUAR XJ X350

The last of the traditionallooking XJs makes a very practical modern classic.

£10K

LUXURY SALOONS

Want luxury saloon car motoring on a budget? Here are six of our £10k picks.

£20K SPORTS COUPES

Want a prestigious performance coupe with an evocative badge?

The original Range Rover Sport offers a great blend performance and practicality. 18

All you need is twenty grand.

PERFORMANCE ESTATES

Need a load-lugger with performance and practicality?

Don’t worry, we’ve got some affordable options that mix pace with space.

FORD STREETKA

When it comes to affordable fun, this dinky Ford is definitely one for the future.

£8K CONVERTIBLES

There’s no shortage of open-topped four-seater convertibles out there. We round up some favourites.

BIG DIESELS

Need to travels long distances? There are some great executive options for less than £10,000.

BRITISH SPORTS CARS We consider 10 of the best British-built sports cars from the last 30 years.

COST CUTTING CARS

Motoring pleasure doesn’t have to cost the earth. Here are a few of our favourite frugal but fun bargains.

ALFA ROMEO 147

Alfa’s sporting hatchback holds plenty of appeal. Avoid buying a duffer.

FIAT PANDA 100HP

The simple appeal of this Italian pocket-rocket marks it out as a classic of the future.

www.kelsey.co.uk

Kelsey Media, The Granary, Downs Court, Yalding Hill, Yalding, Kent ME18 6AL Email: bargain.cars@kelsey.co.uk

EDITORIAL

Group Editor: Paul Wager

ArtEditor: Lee Caple MarketsEditor: Jeff Ruggles

Editorial Assistant: James Bowers

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TandemMedia 01233 228750 Catherine Rowe (Managing Director) catherine. rowe@tandemmedia.co.uk Robin Dean robin@tandemmedia.co.uk

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WELCOME to this special Future Classics bookazine, a celebration of the very best modern classics that you should consider buying in 2023. We have cherry-picked a wide selection of up-and-coming models for this oneoff publication, cars that are set to explode in popularity over the coming months and years.

There's something for every transport need, and every budget, in the following pages – no matter your motoring persuasion you will find cars that appeal to both head and heart. From frugal pocket rockets to desirable prestige coupes, affordable family convertibles to economical mile-munching diesel saloons, they are all here to pique your interest.

Of course, each and every one of us will have a different view on what constitutes a classic car, our

age, background and life experience influence our perspective. In some ways, that makes determining what will rank as a classic of the future open to interpretation, too. However, you are sure to agree that certain characterful cars transcend their era, acknowledged as all-time greats way before they reach a milestone age or value. These compelling cars are what Future Classics is all about.

Every issue of Future Classics explores this fascinating theme, spotting market trends and flagging new ideas for your next modern classic purchase, be sure to subscribe so that you don't miss an issue in 2023: shop.kelsey.co.uk/futureclassics-magazine

Simon Jackson

expressed in the magazine are not necessarily those of the Editor or publishers.

Kelsey Publishers accept no liability for products or services offered by third parties.

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If at any point you have and queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@ kelsey.co.uk

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FORD ST

Ushered in a remarkable 25 years ago, Ford’s ST nomenclature is now a mainstay of the range. To celebrate, we look at the values of the first Blue Ovals to wear the badge.

WORDS: JEFF RUGGLES

For those of us brought up on a diet of XR and RS models, it’s hard to believe that Ford’s ST nomenclature has been with us for a quarter of century. With the famous RS moniker currently shelved, ST currently denotes the brands hottest models (and ST-Line the ones that just look hot). However, when it first arrived for the 1997 model year, the difference was mild rather than wild.

MONDEO ST24/ST200/ST220

The first car to wear the ST designation was the Mondeo ST24. At 168bhp, the ST24 added to no more power to the 2.5 litre V6 used by the equivalent Ghia, but it did sit 15mm lower than a standard

Mondeo and had a full Rally Sport Appearance Pack body kit as standard. At that time, Ford didn’t really have a proper fast Blue Oval in the range, but in the summer of 1999, it ramped things up with the Mondeo ST200. Built in commemoration of Ford’s British Touring Car Championship campaign, and to talk on a host of racy repmobiles from competitors, the ST200 got a power hike to 202bhp, firmer suspension and bigger wheels. Later cars also came with full leather Recaro seats in dark grey.

Several colours were available, but the vast majority for the UK were Imperial Blue. Like like the ST24, it was available as a saloon, hatch or estate; most were hatches, with estates also popular but the majority going to overseas markets.

The saloons were Limited Edition cars with black and blue leather seats. It’s thought 201 were sold in the UK out of 300 produced, with most – but not all –numbered

For the Mk3 Mondeo, the 2.5 litre V6 was enlarged to 3-litres for the ST220 model. There was also a ST TDCi, a sports version of the regular diesel, but at 153bhp it was a fair bit shy of the petrol car’s 226bhp. That was more power than any of its predecessors, and it had plenty of kit too.

For years the ST24 was the poor relation to the ST200, with the latter often priced at double the amount for an equivalent car. However, as only the fittest ST24s have survived, the gap has closed a little. At one time you could find an ST 24 and even rough examples of the ST220 for under £1000, but now that’s project territory and £2000£3000 seems the norm for a good, useable example, with nicer examples beyond £5000. ST200s tend to start around £3000, rising to over £10,000 for the best examples. A 2000 Ford Mondeo ST200 Limited Edition sold for £10,800 at Anglia Car Auctions recently, and we’ve even seen one priced at £19,995 at a dealer. Estates and the Limited Edition saloons tend to carry a premium.

FOCUS ST170

Ford’s first foray into giving the Focus the ST treatment was manifest in the ST170. At the time of its launch in 2002, hot hatches were becoming increasingly

exciting, with the Honda Civic Type R breaking the 200bhp barrier and the MINI Cooper S not far behind. With the Focus RS just around the corner, it seemed like Ford held back the excellent chassis of the ST170 with a bit too much flab and an underwhelming motor that wasn’t its equal – indeed, though still entertaining, it’s probably best to call it a warm hatch rather than a full-on hot one.

In terms of value though, the lack of fuel economy and lure of the quicker Mk2 Focus ST has kept a lid on ST170 values. Around four or five years ago they were at the bottom of their value curve, with scruffy ones changing hands for under £1000. That’ll still buy a project in need of work, but with most of the tired cars now consigned to scrapheap, £2000-£3000 is more realistic for a tidy one. You’ll need more for a good example of the rare estate, and £5000 or more for an excellent lowmileage car.

FOCUS ST MK2

Unlike its predecessor, the Ford Focus ST Mk2 of 2005 to 2011 is widely regarded as a canonical hot hatch. In place of the 170’s uninspiring four-pot was a fivecylinder, 2.5-litre turbocharged Volvo engine producing 222bhp, and that gave it an alluring burble with plenty of grunt. It was also tunable for more power.

The ST was available in either three or five-door formats and the spec levels available were ST-1, ST-2 and ST-3. The basic ST-1 is rare and had cloth-covered Recaros. The ST-2 came with Xenon headlights with washers, a heated windscreen, ESP and two more speakers, while the ST-3 had leather Recaros front and rear, plus a six-disc Sony stereo.

A 2008 facelift saw the arrival of a more aggressive restyled nose with new headlights and wings, plus beefier arches and a new rear bumper and diffuser. Before that though, an ST-3 based run-

out called the ST-500 was offered solely in Panther Black with silver graphics and red leather Recaros. Sadly that 500 referred to the number of cars made rather than the horsepower, which was unchanged at 222hp. The Mk2 ST’s successor, the 2011-on Mk3, reverted to a 2-litre four-cylinder that gave it a 20hp advantage over the five-pot, but a big disadvantage when it came to character.

The ST’s popularity means there are many to choose from, and they’re are still depreciating as they get older. ST-1s are scarce, so most cars will be ST-2s or 3s, but as their mileage and condition exert a greater pull, there’s little difference in the prices of the two plusher models. There’s not much difference between three or five-door values either.

You needed £5000 for a tidy car five years ago, but now prices start from around £3000, rising to around £7500£8500 for low-mileage cars and good condition facelift examples. The best cars will cost £10,000 or more. ST-500s can carry a premium over equivalent ST-3s on the grounds of their rarity, with decent examples typically priced towards the five-figure mark. Beware cars that

have been insurance losses, as there are many out there.

FIESTA ST

Spiritual successor to the XR2 and curiously sold in Australia as the XR4, the Ford Fiesta ST Mk6 was the first proper fast Fiesta of the century, arriving in winter 2004. Nicknamed the ST150 on account of its 148bhp 2-litre Duratec powerplant, it was good for 129mph and 0-60mph in a shade under eight seconds. It had uprated and lowered suspension too, plus disc brakes all round. In other words, a proper B-road toy – not as quick as a contemporary Clio 182, but agile and involving to drive.

Best of all, it looked the part. A sporty but subtle bodykit was added to flank 17-inch alloys, while a choice of fashionable colours was boosted by the option of GT40-type decals if you wanted to shout a bit more. Inside, you got half-leather, with full leather optional.

November 2005 brought about a mild facelift, adding a soft dashboard, more kit and ‘bubble-eye’ headlights, while summer 2008 saw the ST500 arrive: painted Panther Black with silver stripes, black rims and carbon fibre-pattern trim, just 500 UK-only editions were built.

The ST150 appears to have passed the bottom of its value curve now and is on the up. A couple of years ago, around £1000 would’ve bought a scruffy but useable example needing some work, but now that’s project territory. As with so many hot Fords, many of this cars were used, abused and modified. Prices for decent cars are on the up. A figure of £2000 may buy a 100,000-miler, but lower mileage cars are £3000plus, the best facelift cars are heading past £5000. The ST500 has become a collectors item and carries a premium.

Above: The popularity of the Focus ST Mk2 means there are plenty around – priced from £3000.

Above: Fiesta STs were a popular basis for modification so beware scruffy, unoriginal, examples.

RANGE ROVER SPORT

The original Range Rover Sport was a curious hybrid of Range Rover and Discovery but today offers a great blend of on-road performance and practicality.

WORDS: WILL DANIELS

Launched to a curious world following the stunning Stormer concept the L320 series Range Rover Sport divided opinion with the notion that this new model was more about looks, performance and handling as well as accessibility for a different, younger, sportier market than the more traditional values associated with super luxury and well known all-encompassing capability of the ‘normal’ L322 Range Rover.

However, the Sport proved it could still ford most streams and climb most mountains with the familiar terrain response systems, Hill Descent and array of wizardry within the ever-so capable four-wheel drive transmission and clever electronic diffs.

It was launched at a critical and welltimed moment in August 2005 when Porsche was leading the way with its

Above: There are plenty of toys inside – ensure that they all work as they should.

high performance and very capable Cayenne along side BMW’s also superb X5. Land Rover needed a slice of this very lucrative pie.

The Sport was initially offered with two petrol engines including BMW’s naturally aspirated 4.4 V8 as found in the earlier L322 and the supercharged Jaguar 4.2-litre V8, plus the 2.7 litre TDV6 diesel as found in the Discovery 3. All were all mated to a six-speed automatic transmission. The naturally aspirated 4.4 V8 was not a strong seller and was quietly dropped from the range whilst the supercharged lump provided potent performance despite its thirst and was a popular choice.

The 206bhp single-turbo 2.7TDV6 was popular but criticised for being slow off the mark and lacking in sufficient grunt for such big vehicle (despite 317lb.ft of torque) and one that often towed. As a result, this

engine was replaced in early 2009 by the twin turbo 242bhp 3.0 TDV6 with a 3.6-litre TDV8 also joining the ranks from 2006 offering 276bhp and 472lb. ft with relatively acceptable 25mpg consumption. The 3.0 TD engine was also offered as the more powerful SDV6 at 251bhp.

The 4.2 litre supercharged V8 was replaced by the even more potent 5.0 supercharged V8 in 2009 providing sports car levels of performance properly in line with the looks and styling of the Sport as well as placing it more in line with the high-performance offerings from the competition of Porsche’s Cayenne Turbo, Merc’s ML63 AMG and BMW’s X5M.

So what goes wrong? Well, firstly, it’s a Land Rover Range Rover, so it could be quite a lot, quite regularly at considerable expense. However, that’s not always strictly true. As usual, it

often depends on how the car has been driven and how it’s been looked after. Here’s what you need to look for.

ENGINES

The diesels need an annual service at least every 15,000 miles with timing belts every 105,000 miles or ten years which is relatively costly and the earlier 2.7 V6s are known to lunch their

turbos (often considered to be because of the extra stress on the single-turbo V6 engine) which can be done for about £1000 if you shop around, use an independent specialist and go for a recon turbo exchange unit with a warranty. Go to a main dealer and prepare for a big bill otherwise.

The TDV6 engines have also been known to suffer crankshaft bearing

failure through poor maintenance using the wrong oils or due to a manufacturing fault (incorrect location of the main crankshaft bearing shells). Some 2.7 and 3.0TDV6 engines made between 2007 and 2008 have also been known to suffer failure of the oil pump casing/housing which usually occurs after a timing belt replacement.

The casing from this era had an

Above: Handy off the beaten track, some will have been used off-road so check for any obvious signs of abuse underneath.

"The petrol V8 engines usually cost a little less to maintain than their diesel cousins"

inherent weakness and when the timing belt was tensioned on the bolt attached to this casing it could fracture causing the timing belt to become dislodged and the valves crash into each other, making utter mincemeat of the engine.

There was often talk of bodies needing to be partially lifted to access the fuel pump belt and main dealers will usually tell you this is how it must be done and happily charge you a fortune to do so. Many independent specialists have now found their way around this irksome issue though and can do the job without lifting the body.

The petrol V8 engines usually cost a little less to maintain than their diesel cousins because they use a timing

chain rather than belt and generally only require routine service work to keep them sweet. Oh yes, and petrol of course... lots of that with returns of just 20mpg at best, even with considerable effort on the delicate right foot. They like a drink, but then they go well, make a nice noise and are great fun.

Diesel EGR valves can give grief but many have since been blanked off with a simple kit or mapped out. The engines respond well to a remap but check what’s been done, by who and if the vehicle pulls cleanly and smoothly right through the rev range. Slow pick up can mean worn or failing turbos, bodged remaps/EGR removal or coked up particulate filters (DPF) or EGR valve. Buyer beware.

SUSPENSION/ STEERING

Suspension is by air springs all round. Compressors fail and suspension air bags can leak but these are widely available from both OEM suppliers and an array of aftermarket parts providers but don’t cut too many corners on cost and avoid the really cheap parts. Bushes can fail and knock, the steering can vibrate (solved with a damper)

Many will have towed so check for any obvious signs of abuse underneath and of course check the wheels/tyres. Cheap tyres suggest a lack of real care and odd tyre wear can indicate tracking/alignment issues or laziness with pressures and heavyduty towing.

Above: When it comes to suspension don't cut corners – there is a high level of support from OEM suppliers and aftermarket specialists.

BRAKES

These are heavy vehicles and can be hard on the brakes, but consumables are reasonable: expect to pay £1000 for a decent quality pair of front discs and £50 for a set of pads. A set of visibly ‘blued’ discs means over heating, likely from towing heavy loads or very hard driving.

INTERIOR

The interiors are generally a very nice place to be with a commanding driving position and lots of toys to play with. Check everything works, especially all the electronic controls with terrain response, air suspension, seats, central locking and windows. Clicking windows means damaged regulators which are

costly so check all four carefully.

The driver’s seat base often suffers holing along the side closest to the driver’s door where the base gets compressed and rubbed as people get in and out. Larger drivers will wear this out quicker and more intensely than smaller framed individuals but this is a common weak spot.

The rear bench seat is a hard place to sit, the seats are firm and many rear seat passengers have complained of this and feeling ill as a result so do check those you wish to carry in the back feel comfortable before parting with your hard earned cash.

The rear load area is useful and capacious but do check it’s intact, complete and the split tail gate functions as it should. Many people don’t use the lift-up rear window access and as such the solenoid in the rubber push button fail and can lead to flat batteries. Many will no doubt have carried smelly dogs so get in and have a sniff if that’s not for you and check the trim isn’t too scuffed and damaged.

SPECIFICATIONS

There’s a bewildering array of specs, with the entry-level model badged as HSE. None of them were exactly basic and all came with electrics, air con and sat

Ev Says…

“The Sport may not have had the best reputation for reliability when they were new, but caring owners will have sorted most of the niggles by now.”

SeniorOperations Managerat

Above: Despite what you might think, consumables are reasonable in terms of price.

Above: There is a bewildering array of specs, but none of them were basic.

AdrianEvanson,

Lancaster Insurance

nav. The best advice would be to buy on condition and history rather than getting hung up on minor specification features.

WHICH MODEL?

If you plan to do longer journeys or serious towing then the later 242bhp TDV6 or 255bhp SDV6 are the ones to go for, giving a great combination of performance, economy and decent towing ability.

If you’re not too fussed about towing or economy then buy the supercharged 4.2 or 5.0V8. Both offer surprising performance given their size and bulk and are genuinely good to drive with easier maintenance than their popular diesel cousins.

As with any used car, buy the best,

and newest you can afford especially with one of these as they got better and better the later the production date, with improved engines, interiors, transmissions and more.

Check to make sure any vehicle has had the factory recalls (there were nine in total), and it had the right maintenance by either Land Rover main dealers or

Land Rover specific specialists who know their way around these complex vehicles. If buying a diesel check what might be due on the maintenance history and try to avoid the 07/08 TDV6 engines with the issues they are specifically prone to.

With early, higher mileage cars available from just a few grand now they are up to 17 years old we would say buy the best and most recent you can for your budget – buy cheap and be prepared to spend unknown but no doubt considerable sums rectifying known and also undeclared problems from unscrupulous sellers.

Buy well however, and with regular, routine annual maintenance you should have a thoroughly capable and enjoyable ownership experience.

WAGER, GROUP EDITOR PORSCHECAYENNE

"with

PAUL

TWENTY’S PLENTY

Depreciation has the power to make dream cars an attainable reality. If you want a prestigious performance coupe with an evocative badge, all you need is twenty grand.

WORDS: JAMES BOWERS

ASTON MARTIN DB7

If we’re talking about dream cars, then Aston Martin is hardly a bad place to start. After all, this is a company which has previously been crowned ‘coolest brand in the world’ for multiple years on the trot. Of course, 007 has a large role to play in that, but Aston Martin’s suave demeanour extends far beyond mere Hollywood cameos. The cars themselves have a nonchalant elegance about them that just isn’t present in most other supercars. If you want that sumptuous blend of a V12 symphony within an aesthetic package that won’t embarrass you around town, then you have to have an Aston Martin.

However, before you get too carried away at the prospect, it’s worth pointing out that the DB7 is the most attainable Aston for a good reason. Take a forensic stance when casting your eyes over the car, and suddenly you’ll begin to notice that its

DNA isn’t quite so… upper class. Take the exterior door handles, for example. Bosses had briefed that these must be chrome, but there wasn’t enough budget for Aston to develop its own. Instead, the ones you’ll find on this car are actually borrowed from a JDM-spec Mazda 323 estate. Further Mazda bits include the interior door handles from an MX-5, as well as the rear lights from a 323F. The Ford parts bin was also pillaged in order to construct most of the DB7’s dash, while the wing mirrors are from a Citroën CX.

Ian Callum, the designer of the DB7, justified this by simply stating that they were “the only mirrors that looked really cool that we could afford”. In fairness though, the DB7 is in good company in that instance. Plenty of performance cars, ranging from the Renault Sport Spider all the way up to the Jaguar XJ220 have used those mythical CX mirrors. The biggest case of parts sharing

came underneath all the dubious furnishings though. Peel away the pretty bodywork and you’ll find the ancient underpinnings from a Jaguar XJS, albeit having been heavily fettled by Tom Walkinshaw’s racing division. But, with all that said, I don’t want to completely burst the DB7 bubble. In truth, there is still plenty to like about this car. Aside from its gorgeous looks, it goes well too.

The V12 is definitely the one to have if you can afford it, offering a power output of 480bhp and top speed beyond 180mph. However, if its running costs are of concern, the six-cylinder alternative is perfectly adequate as well. Once

again, Walkinshaw was tasked with making this Jag-derived element fit for an Aston, and the addition of a supercharger certainly did the job. In fact, all of these Jaguar genetics can actually work in your favour when on the hunt for spare or replacement parts. Often, Aston-branded pieces will cost you an arm and a leg, but in many instances the exact same part can be sourced for a much cheaper price, simply for having Jaguar badges on it instead.

Overall then, while the DB7 might not be the ultimate expression of an Aston Martin, it’s still competently able to provide that alluring grand tourer experience.

Above: Six cylinder cars are easier to live with though the V12 is rather special.

Above: The DB7 boasts a timeless elegance which sets it apart in today's marketplace.

MERCEDES-BENZ CL (C215)

If the DB7’s cost-cutting leaves you feeling a little short-changed, there’s no risk of any similar emotions when you get behind the wheel of our next car. The Mercedes-Benz CL might not have the outright brand appeal of an Aston Martin, but there’s nothing else to detract from the premium feel that this car exudes. Whereas the DB7 can be labelled by cynics as a poor man’s Aston, the CL is undoubtedly a full-fat Merc.

What’s more, with a £20,000 budget to play with, the CL could almost be viewed as… sensible. Average CL500 examples can regularly be had for ten grand, let alone twenty, while the enticing CL600 and CL55 AMG variants will also be within your purchasing capabilities. These top end cars are likely to be showing between 40,00080,000 miles on the odometer, and should be in pretty good health as a result. Effectively, this means that you

could bag yourself the best of the used CL batch and still have a few thousand pounds left over. Mind you, that extra cash is likely to come in handy once you start to run one of these ageing luxury coupes over the long-term.

Part of the reason why these Mercs can spring a costly surprise on their owners is the suspension; a feature of the car which is both a blessing and a curse.

Described by Mercedes as ‘Active Body Control’, the system sends oil between the dampers at each of the car’s four corners. This alters the pressure within each, resulting in impressive stability along twisty roads. Plus, if you’re travelling at serious pace, the system also has the power to drop the car’s ride height by up to 25mm, giving you that extra bit more confidence in the way it handles. The downside of such a clever construct, however, is that it can be rather expensive to put right.

So long as you have your eyes wide

open to that possibility though, the CL is unlikely to disappoint. Dynamically, it’s worth remembering that this chassis was based on that of the S-Class, so although it is certainly capable, it’s best used as a tourer rather than an outright sports car. The powertrain options alone, however, are enough to keep you entertained. The 5.0-litre V8 in a ‘bog standard’ CL500 is more than adequate, but if you have the money, why not treat yourself to the CL600’s 5.8-litre V12; an engine that can be either quietly sophisticated or remarkably ferocious, depending upon what the situation demands.

On the other hand, if you’re somebody that appreciates spectacle over serenity, the CL55 AMG is the car to have instead. Specifically, you’ll want to look for an example built after 2002. These later models gained a supercharger, which not only added an addictive whine to the car’s acoustics, but also provided the CL’s V8 with an extra 140bhp, raising

Above: The Mercedes comes loaded with cutting edge technology, that can be a blessing until something fails.

the total output to around the 500 mark. As you’d expect from an S-Class derivative, these cars are absolutely loaded with tech too, ranging from multi-zone air-con to radar-assisted cruise control. Of course, given the car’s age, some of its features are a little outdated. For instance, if yours comes with the optional TV in the centre console, it won’t be able to pick up digital frequencies, thus making it practically redundant. In a general sense, that’s perhaps this car’s biggest problem. Although it represents the pinnacle of early-noughties Mercedes engineering, that might not be enough for it to retain its ultimate dream car status in 2022.

BENTLEY CONTINENTAL GT

Despite its credentials as a seriously capable car, you could criticise the Merc CL for not being special enough. So, if you prefer your engineering behemoths to have a bit more pizazz, perhaps the first-gen Bentley Continental GT will be more up your street. For a while, these cars were tarnished with the tag of being a ‘footballer’s car’, and to a certain extent that image still hangs over them today. This is particularly apparent when browsing through the classifieds, given the number of slightly gawdy aesthetic modifications

that you’ll find. However, if you’re able to wade through the sea of blacked-out rims and Kahn-esque bodykits, occasionally you’ll spy a clean and tidy one for less than £20,000. At this price point, you can expect an early 2004 or 2005 example, typically with anywhere between 70,000100,000 miles on the clock.

Arguably, the Continental GT was the definitive luxury express of the 2000s. The stuffy square lines of previous Bentleys were tossed aside for an instantly recognisable flowing coupe silhouette, while under the bonnet, its 6.0-litre twin turbo W12 engine kicked out 552bhp. Four-wheel drive came as standard, as did the silky smooth six-speed ZF automatic transmission, however all this grunt and traction was certainly needed given the car’s sheer heft. This is a Bentley after all, and that means it's loaded with plenty of cabin creature comforts. Customers could choose to lather their seats in a range of eight different hides, while the dash and doors were plastered in wood veneer. Meanwhile, amidst the centre console, an analogue clock by Breitling was displayed proudly just above the car’s onboard computer, which offered in-built GPS and telephone capabilities. All in all, the focus was clearly on making this car’s

cabin as indulgent as it could possibly be. And while that’s a great way to inject a sense of opulence, it doesn’t translate particularly well on the weighing scales. In truth, this supposedly sporty grand tourer actually weighs over 2.3 tonnes. Remarkably though, it doesn’t feel as though it’s in desperate need of a diet when you get behind the wheel. Sure, it’s not the most responsive vehicle that you’ll ever drive, but it does well to hide its mass through the bends. The weight hardly detracts from its performance figures either, with 60mph achievable in just 4.8 seconds, and a top speed in excess of 190mph.

Perhaps best of all though, while this car is certainly expensive to run, some replacement parts are cheaper than you might expect them to be. Thanks to the Continental being part of Bentley’s new dawn under Volkswagen ownership, there are some crossover parts between this and the likes of the Volkswagen Phaeton, which can be sourced relatively cost-effectively. A starter motor, for instance, can be had for about £85 –roughly half what you’d pay for a DB7 equivalent. That said, the Bentleyspecific stuff will be just as damaging to your bank balance as its meagre 16.5mpg fuel economy.

Above: W12 powerplant provides majestic levels of performance.

BMW 6-SERIES (F12)

From one German-engineered car to another, the BMW 6-Series perhaps suffers from a similar malady as the Mercedes that we mentioned earlier. Like the Stuttgart marque, but perhaps to an even greater extent, BMW is often rated a tier below some of the luxury brands sitting alongside it in this shortlist. However, unlike the CL of the early 2000s, the F12-generation 6-Series at least has modernity on its side.

First introduced in 2011, the F12 is the youngest car on this list by a good margin, and that naturally has its benefits. The biggest of all are on the inside, as even the entry-level SE trim vehicles come packed with BMW’s iDrive infotainment system, adaptive cruise control, and parking sensors at both ends of the car. On the outside, meanwhile, the styling still looks fresh.

Unfortunately, once the 6-Series sets off in motion, things start to go a little downhill. The chassis, for instance, is derived from the same basic structure used in the Rolls-Royce Ghost, and as such, you don’t need me to tell you that the car will struggle to feel sporty. A further nail in the coffin for the 6-Series’s performance credentials is the fact that

the vast majority of used examples are diesel-powered. Admittedly those sixcylinder engines still output 309bhp, and get to 60mph in 5.3 seconds, but it’s not the sort of thing you’d want in a sports car. Thankfully, the petrol V6 of the 640i and the V8 in the 650i are much more along the right lines if an exciting ride is what you’re after. Again though, it’s a shame that the car’s roadholding dynamics don’t quite live up to the billing by BMW.

For that reason, it’s perhaps best to look at this car through a slightly different lens. In truth it feels like a business-class saloon with a more exotic exterior, and to be honest, that’s exactly what it is. It is therefore perfect for those of you who enjoy the looks of a coupe, but are also drawn to the practicality and comfort of a 5-Series. If that’s the case, the F06-designated ‘Gran Coupe’ variant may be of particular intrigue. Although it largely retains the 6-Series’ pretty silhouette, you also get an extra set of doors at the back, improving its ease of use even further. Let’s be real though, nobody dreamt about enhanced ergonomics when they were a kid, so let’s re-focus on something a little more exciting, shall we?

JAGUAR XK

Beauty is a subjective quality, of course, but I doubt many of you reading this would argue against this car being the prettiest on our list. There’s a definite whiff of Aston Martin about the Jaguar XK’s visual cues, which perhaps shouldn’t come as a surprise given that it was designed by a certain Ian Callum. The XK is much more than just a pretty face though. As I’m sure you know, its nameplate has a rich history, harking all the way back to the late 1940s when Jaguar unveiled the XK120. For a time, the XK120 was said to be the fastest production car on the planet, and the recipe was only enhanced by its XK140 and XK150 successors. The E-Type came next, and promptly wrote Jaguar sports cars into the history books, marked under the subheading, ‘highly desired’. However, with the XJS and the XK8 that came after, Jaguar’s lineage of two-door coupes took on a heavier, more luxurious guise: a step away from the sporting thoroughbreds of old. With the 2006 XK though, Jaguar attempted to find a happy medium between both ends of the scale.

Now, you could argue that aiming for such a compromise between skillsets would render the XK as nothing more

Above: The youngest option on our list, the F12 6-Series was one of the last BMWs to offer restrained styling.

than a master of none. However, the concoction that came out of Gaydon was remarkably well balanced. As a grand tourer, the XK works very well indeed. The car has a way of numbing out the bumps in the road without the driver ever feeling detached from the experience, offering you executive levels of refinement in a platform that can feel suitably precise when you need it to be.

On the inside, traditionalists were able to opt for wood decor in the cabin, but in a bid to appeal to a younger demographic, titanium trim was also offered as an alternative. By most accounts, the driving position is a marked improvement over the XK8, while post2009 cars also feature a centre console with a visually impressive circular gear selector. The Jag isn’t as spacious as the likes of the BMW or the Bentley mentioned earlier, though you could argue that that plays into the sporty element of its personality.

Speaking of which, although it doesn’t quite feel like an all-out sports car, the XK is perfectly competent when things get a little spirited. Its all-aluminium body helps to keep the weight down reasonably well (it’s 100kg lighter than

the car it replaced). Plus, the innovative monocoque is also 30% stiffer than the chassis used in the XK8. In real terms, that means that unlike its most recent predecessors, you can genuinely have fun in this Jaguar when gliding through an engaging B-road. No, it’s not as ‘pure’ a driving experience as the original XK line, or the E-Type for that matter. But remember, if you’re spending £20,000 on a car to drive regularly, you’ll be grateful of its slightly softer approach when looking for a stress-free commute. With this budget, you can have your pick of used XKs, but if you’re asking us, we’d recommend going for a late 2010-2011 V8 Portfolio model. You should be able to find one of those modern gems with less than 40,000 miles on the clock.

PORSCHE 911 (996)

The Porsche 911 has been a pin-up car for decades, and as such, it felt like the perfect vehicle to end on. In the current market, £20,000 will buy you a healthy turn-of-the-century 996 example –arguably the most controversial 911 of them all.

The uproar from purists was loud when the 996 first emerged, and it all

Above: On paper the BMW has all the right credentials, but in practice is it missing something?

stemmed from a change to the car’s cooling system. Since the model’s inception, 911s had famously been aircooled, but due to stricter emissions regulations, a re-working of the 911’s engine architecture was required.

As a result, the six cylinders within its 3.4-litre block were now cooled by water instead. To an outsider, this would appear to be a relatively minor evolution. But for hardy Porsche afficionados, it was heresy.

To compound the negative sentiment surrounding the car when it was new, Pinky Lai’s choice of headlight design certainly got a few pulses racing, and not in a good way. In place of the traditional circular headlamps, the 996’s lights were sometimes derogatively referred to as fried eggs. All of this change was clearly far too much for Porsche die-hards, and sadly the 996 was never really loved like its predecessors were. The far more conservative look of the 997 which came after speaks volumes about the sort of reception that the 996 endured, simply for daring to break the mould.

Public perception aside though, it’s hard to consider the 996 as anything other than an upgrade over the outgoing 993. Starting with that maligned water-cooled engine, the new power unit actually had nearly 30bhp more than the previous one. On the road, that translated into a 0.3-second faster 0-60 time, and an improved top speed of 175mph. It didn’t just perform better either. The shorter strokes of the

Above: Lightweight aluminium construction makes the Jaguar the most nimble of our group.

new engine provided a quieter, more sociable exhaust note lower down the rev range, while carbon emissions were also significantly reduced. Elsewhere, a slightly longer wheelbase meant that the 996’s cabin was more usable too. So, while the 996 might not have been the change that fans really wanted, it was the change that the 911 undoubtedly needed.

As for what the 996 package offers in a more general sense, you could potentially argue that we’ve saved the best car until last. The 911 offers a degree of choice that the other models can’t quite match. Admittedly, there’s only one engine option, however you get to choose between rear-wheel drive or all-wheel drive; manual, or Tiptronic automatic. By being able to pick and choose such key elements of the driving experience, the 996 is a car which will feel personally tailored to your wants and wishes. What’s more, whereas you could query the sporting prowess of each of the other five cars on this list, there’s not a single question

mark hanging over the Porsche in that respect. The 911 has been the go-to sports car for years on end, and that’s not for no good reason. As the saying goes, the proof is in the pudding, and

judging by this model’s sales figures, people really like the taste. So, if you’re after a car with real performance pedigree, £20,000 simply cannot be spent more wisely.

Above: The 911 offers a package that the other cars here struggle to match.

Above: The 996 was the first water-cooled 911.

SPACE RACE

WORDS: CHRIS RANDALL

VOLKSWAGEN PASSAT R36

A Passat estate is pretty much the definition of family car sensibleness, but there was a way to experience a bit more excitement on that run to the tip. Arriving in 2008 and on sale for just two short years, the R36 swapped the usual humdrum power units for a 3.6litre V6 that produced a rather more enticing 296bhp.

Driving all four wheels via manual or DSG automatic gearboxes the result was 0-62mph in under six seconds and a top speed of 155mph. If you had stuff to shift this was more like it, and with more than 1600 litres of luggage space on offer when you dropped the back seats there was no shortage of practicality with the estate version.

And the hot load-lugger looked the part, too, gaining the likes of bi-xenon headlights, blue brake calipers and a plusher interior. Buyers needed to part with almost £31k, and while the estate

Need a load-lugger with performance and practicality? Don’t worry, we’ve got some affordable options that mix pace with space.

PERFORMANCE ESTATES

outsold the saloon variant by around two-to-one that price might explain why it’s something of a rarity today.

You’re not exactly spoiled for choice in the classifieds then, so expect to pay at least £12k if you find one, but persevere and you’ll be rewarded with a very satisfying ownership proposition. A reliable one in the main, too, although it’s worth a thorough check for any signs of misbehaviour from the DSG transmission or rattles from the timing chain; both can result in pricey repairs. And ensure that the fairly hefty kerb weight hasn’t taken its toll on brakes and tyres.

MERCEDES-BENZ C63 AMG

It’s the W204 generation of C-Class that we’re interested in here, and more specifically the most bonkers version of the whole range. Classy and with top-notch build quality, the estate was always a fine choice but the addition of

a bellowing 6.2-litre V8 turned it into a very different beast.

The M156 unit really did sound the part, and with 457bhp and 442lb/ft of torque there was no shortage of pace; 0-62mph was despatched in 4.6 seconds while the 155mph top speed could be raised to 174mph by ticking the box marked ‘Performance Pack’ which also got you a limited-slip differential.

Drive was through a 7G-tronic transmission that snapped crisply through its ratios to deliver seemingly endless thrust, and the driver could select from Comfort, Sport and Manual modes depending on mood. Original buyers had to fork out more than £50k, making today’s prices something of a bargain by comparison - they start at less than £20k but surely for not much longer - although you will have to contend with fuel consumption that can dip into the mid-teens without much provocation.

Still, we reckon such wallet-wilting fuel bills are probably worth it for the soundtrack alone. Assuming such profligacy hasn’t put you off the crucial thing is finding an example with an unimpeachable service history. Any doubts about the health of that V8 or signs that a previous owner has skimped on maintenance should have you walking away. But find a good one, and it’ll prove a glorious way to shift people and luggage.

VOLVO V70R

Volvos. They’re safe, sensible and, if the clichés are to be believed, perfect for antique dealers. But what we have here is the Swedish car maker showing its wilder side, and with prices starting from around £7000 (there’s not a huge choice and £10k gets a one-owner car with less than 70k miles) it’s a very tempting proposition. Yes, its safety credentials aren’t in doubt and there’s

Above: R36 was available in both saloon and estate guises, the latter outsold the former.

certainly masses of practicality and space – a maximum of 1641 litres, in fact – but we’re rather more interested in the way it performs.

The second generation of V70 arrived in 2000 with styling by Peter Horbury that was notably smoother than its square-cut predecessor, and in 2003 the range was joined by the R. It was a mouth-watering confection that combined a turbocharged 5-cylinder

motor making 300bhp with a Haldexbased four-wheel drive system, uprated suspension and bigger brakes. There was a choice of six-speed manual or five-speed automatic gearboxes while the Four-C chassis technology offered a choice of drive modes ranging from Comfort to Advanced Sport. As for outright performance, 0-62mph could be ticked off in less than six seconds so it was more than quick enough to

entertain, but what really boosted the appeal was that this pace was combined with understated looks and a supremely comfortable and wellequipped cabin. This is a load carrier that makes just as much sense today as it did almost two decades ago, and one with a blend of abilities that’s very hard to resist.

AUDI RS6 AVANT

If you prefer your V8-powered estate to carry the four rings rather than the three-pointed star then let us point you in the direction of the mighty RS6. Subtle it isn’t, especially the noise it makes, so if you want to shift stuff without drawing attention then it’s probably not for you, but if its extrovert nature really appeals you won’t be disappointed.

Mind you, it’s a car to buy with head not heart as big bills await the unwary but bag a well-maintained one and you’ll love it. What makes it such a bruiser is the twin-turbocharged 4.2litre V8 that pumps out 444bhp and 413lb.ft of torque, numbers that result in 0-62mph in under five seconds. The five-speed Tiptronic gearbox isn’t as sophisticated as today’s offerings but is effective enough, while the four-wheel drive system makes deploying all that punch an easy affair. The Avant was notably more popular than the saloon when this C5 generation of RS6 was new, and while there aren’t lots for sale

Above: V70R is one of the best all-rounders here and makes for a sensible choice.

PERFORMANCE ESTATES

the important thing is seeking out a cherished example.

Running costs are already on the high side and consumables such as brakes are pricey, and you certainly don’t want to see any hint of trouble with the engine or transmission. The other point to mention is the suspension; this was the first Audi to get the Dynamic Ride Control adaptive suspension and it proved leak prone.

One answer was to replace the trick suspension with conventional coilover units, so don’t be surprised if the car you’re considering has had this done. As for prices, there are a few at £10,000 but budget more like £15,000 as a realistic starting point.

SAAB 9-5 AERO

We’ve already highlighted Volvo’s rapid estate offering, but from that other

Swedish car maker came this. The 9-5 was launched in 1997 and remained in production until 2010, with the Aero variant arriving in 2000.

Fitted with the B235R ‘High Output Turbo’ engine, the 2.3-litre unit produced nigh-on 250bhp (256bhp from 2006) although unlike the Volvo drive went to the front wheels only. The 9-5 saw a return for the centre console-mounted ignition but such

Above: While the RS6 offers much it can be costly to run and repair.

Above: The Audi wagon has plenty of presence on the road.

quirks aside the rest of the package was as safe and comfortable as you’d expect from Saab, and the overall ergonomics were superb.

It also boasted 890 litres of load bay space, and although not the biggest the luggage area was well-shaped and featured a sliding boot floor to help with loading. As for performance, it still feels agreeably strong today and although not as wild as some of the other offerings here you’re unlikely to feel short-changed. Of course, early ones are getting on a bit and while Saabs have a well-deserved reputation for longevity you’ll still need to give any example a thorough check-over before parting with any cash (£4000 bags a nice one from 2007). Lack of servicing, a tired interior and electrical niggles are the main things to watch for alongside your usual check list.

SKODA OCTAVIA VRS

The second-generation of Octavia vRS has become very affordable. With prices from £2000-2500 it was a no-brainer to include it here, not least because that affordability makes it more appealing than ever.

This hotter version appeared in 2005 – a year after the rest of the range –and was powered by the 197bhp 2-litre TFSI engine shared with the Golf GTI, resulting in 0-60mph in 7.3 seconds and a 145mph maximum. Refined and punchy, it endowed the spacious and

practical estate with proper sporting appeal, but there was an alternative.

For those of a more parsimonious nature the vRS was also available with a 168bhp diesel engine that claimed official economy of nearly 50mpg. Either way, you got a car that blended subtle looks – a mild bodykit and 17-inch alloys were the main giveaways – with a good quality cabin and plenty of kit.

Developed throughout its lifespan,

a facelift in 2009 saw the adoption of the 2-litre TSI petrol engine from the Mk 6 Golf, although power remained the same. This change makes a difference to maintenance as it featured a timing chain rather than the belt of the TFSI; this latter needs replacing at 80,000 miles, so check the service history of a potential purchase to ensure this was done.

And if the first buyer specified the DSG automatic gearbox you’ll want to

Above: The Saab is one of the more sedate offerings, but just £4000 gets one on your driveway.

Above: Comfort and practicality are high on the agenda for our second Swedish option.

PERFORMANCE ESTATES

see evidence that it’s been serviced every 40.000 miles. Those things aside there’s not much else to worry about so just concentrate on finding the tidiest and cared for example you can. £8000 gets you the best but at that point you’re knocking on the door of the third generation.

ALFA ROMEO 159 SPORTWAGON

The 156 was a real styling renaissance for Alfa, but the model we’ve chosen

is its successor that was launched at the 2005 Geneva Motor Show. The Sportwagon arrived a year later, and thanks to the styling efforts of Giorgetto Giugiaro and Alfa’s own Centro Stile the 159 was a fine-looking thing. In terms of load carrying duties it’s not the biggest compared to some of our other choices, but it wasn’t far short of contemporaries such as the BMW 3 Series Touring so it should be useful enough for most needs.

But we’re interested in performance here, and for that you’d want to look to the 3.2-litre V6 model that boasted 260bhp and a 0-60mph dash completed in 7.0 seconds. There was all-wheel drive traction, too. The difficulty might be finding one to buy, so an alternative is to take the diesel route with the 2.4-litre JTDM engine that made a none-too-shabby 200bhp; with 0-60mph in around 8.0 seconds and 40mpg potential it’s a tempting

Above: The Skoda vRS remains a popular option for those who don't count themselves as badge snobs.

Above: Petrol and diesel variants borrowed from VW provide excellent performance.

PERFORMANCE ESTATES

combination, especially at just £3000 for a 2007 100k-miler.

And if you can bag your Sportwagon in top-spec Lusso trim so much the better; you’ll benefit from full leather and plenty of other goodies. The 159 is certainly entertaining to drive and there’s nothing too major to worry about in terms of reliability; avoiding shabby, poorly-maintained examples and ensuring everything works is the important thing, although keep an eye out for front sub-frame corrosion and EGR issues on the diesel. There’s plenty of Alfa specialists on hand to keep your 159 in fine fettle, though.

FORD MONDEO ST220

With the Mondeo having disappeared after almost three decades now seems the perfect time to remind ourselves of this punchy estate model. It’s the Mk3 we’ve got here, going on sale in 2001 and lasting until 2007, and with Ford having moved this generation on from the New Edge styling of its predecessor the result was a larger, sharper-looking family motor.

And it certainly looked good in ST220 form thanks to the flared

wheelarches, body kit and 18-inch spoked alloys. It went well, too, courtesy of a 3-litre V6 Duratec motor making 226bhp; enough to shove the spacious estate to 62mph in 7.4 seconds and on to 155mph. Early cars got a five-speed manual transmission which was swapped in 2003 for a Getrag six-speeder, and it’s one of those we’d go for.

As for the rest of the package, it was a typically rounded effort from Ford

that resulted in a car that was great to drive, and benefitted from a cavernous load bay that makes it a very practical choice. The comfortable interior is the icing on the cake, with the cabin of the ST220 perked-up by heated leather Recaro seats. As for buying one, it’s a matter of avoiding anything shabby and unloved, or with ill-advised modifications, and checking for corrosion and electrical niggles. Avoid those pitfalls and it’s a very satisfying

Above: Styling by Giorgetto Giugiaro and Alfa’s Centro Stile make the 159 a real looker.

Above: Lusso trim level is the most desirable affording many goodies.

PERFORMANCE ESTATES

drive, although finding one may be the hardest thing and you’re looking at £4000 for something nice.

MINI CLUBMAN JCW

You won’t need us to remind you how successful the ‘new’ MINI has been since its launch way back in 2001. The fun driving experience has seen it become a proper modern classic, and the one we’re interested in is the somewhat quirky Clubman estate that

arrived in 2007.

The R55 model in BMW-speak, it’s fair to say that not everyone was a fan of the looks, nor the somewhat unusual approach of having just one rear door mounted on the driver’s side. Still, interior space was boosted by an additional 80mm in the wheelbase compared to the hatchback and luggage space ranged from 260 to 930 litres. If that’s enough for your needs let’s talk performance, and for that

you’ll want the JCW model. Under the bonnet is a firecracker of an engine, a turbocharged 1.6-litre unit sending 208bhp to the front wheels via a sixspeed manual gearbox. The result was 0-62mph in 6.8 seconds and a 148mph maximum which, combined with the sharp, pointy handling made for a truly fun package.

And prices? Budget £9000 for a sound one with less than 70,000 miles on the clock.

Above: ST220 boasts space and pace, but you'll have to work hard to find a good example these days.

Above: Clubman might be one of the smaller choices here but it has much to offer.

FORD STREETKA

Many of us love a classic convertible, and when it comes to affordable fun this dinky Ford is definitely one for the future.

WORDS: CHRIS RANDALL

Small convertibles have long been the mainstay of the classic car world – think MG Midget and Frogeye Sprite to name just two – but when it came to modern cars they rather fell out of favour. They can still offer plenty of fun, though, which is how we’ve arrived at this future classic.

For one thing it has a legendary name behind it. After appearing as a concept at the Turin Auto Show in 2000 the work of final design and production was passed to famous Italian stylists, Pininfarina. The Streetka went on sale seven years after the Ka hatchback upon which it was based, although the two actually shared very little in terms of bodywork.

It looked cheeky and cheerful, and an advertising campaign featuring Kylie Minogue certainly drew the attention of buyers. Ford marketeers said at the time: “Streetka and Kylie have a lot in common – they are both small, beautiful and stylish.” Righto.

As always the aesthetic appeal was a matter of taste, but it was hard not to smile when you got behind the wheel. The interior might have been broadly familiar from the affordable hatch - the aluminium gear knob borrowed from the Racing Puma was a nice touch, though – but the new drop-top got a more powerful 1.6 litre Duratec engine that managed a useful 94bhp. It wasn’t the most revvy unit and outright performance was modest with

0-60mph in 11.7 seconds, but it was eager enough and the compact dimensions meant it felt faster than it actually was.

The Streetka also handled well. Suspension was by MacPherson struts and all round and it had been further revised compared to the Ka, which resulted in a decent ride combined with an equally decent feeling of agility. Okay, so it wouldn’t have troubled something with proper sporting pedigree but it was fun all the same, and the nippiness on offer was a boon around town. The well-weighted and direct hydraulically-assisted steering was a plus, too.

So it looked eye-catching and could entertain when you were in the mood, which is a combination that is surely going to appeal in the years to come. As will the fact that it will be easy to rub along with if you decide to use it every day. The interior plastics might lack the soft-touch feel we all want today but they are long-lasting, and equipment levels weren’t to be sniffed at. Find one in Luxury trim and there’s air-con, leather and all the convenience features you need.

It will be cheap and easy to run, too, with economy in the mid-30s and a relative mechanical simplicity that should make it reasonably easy to maintain. You won’t quite be able to carry out a re-build with nothing more than a socket set and screwdriver, but it’s probably as straightforward as its going to get, when it comes to the classics of a few decades hence, at least.

We’d certainly understand if you were to consider this something of a Marmite car, but if those looks do appeal then affordable prices should prove something of a tempter. You can find one from £1000 but the potential for a high mileage and a bit of scruffiness means it’s worth stretching to double that amount for a nice example. Expect to pay nearer £3k for the best low-milers, and it’s definitely worth tucking those away.

And when it comes to buying there’s not too much to look out for. It was reckoned to be better-built and less rust-prone than the Ka hatch but it’s still worth checking for any rot underneath, and look for engines suffering from neglect, scuffed bumpers and tatty interiors. Avoid those things, though, and you should have a fun and affordable drop-top that will provide ample entertainment. Those are just the sort of attributes that attract today’s classic convertible enthusiasts, and they’ll still do so in the years to come.

No classic car show is complete without a few Fords, and we reckon this one will fit right in.

FINAL FLIGHT

We chart the final glory years of Saab and the underrated late models made before the lights went out in Trollhättan.

WORDS: PAUL WAGER

The story of Saab – or at least its final few chapters – is one of those ‘what if?’ questions which pop up so often in the history of the global car industry. It’s generally accepted that GM ownership sparked the decline of the iconic Swedish brand, yet as former Jaguar chief Sir John Egan tells in his memoirs of his time at Browns Lane, it could have been very different: Egan admits that he was very much opposed to the deal which saw Ford take control of Jaguar, his own preference being for a proposed joint venture with GM via its German Opel subsidiary and only later discovered that Ford top brass had also been negotiating to do a similar deal with Saab as a backup in case the Jaguar agreement had completely fallen through.

Despite the predictions of the Jaguar faithful that Ford would ruin

the products in quest of profits, quite the reverse happened: Jaguar quality improved massively and when Ford sold the enterprise on to Tata in 2008 it reckoned not to have made a penny of profit on its investment. General Motors on the other hand is generally reckoned to have made a bit of a mess of things in Sweden and it’s fascinating to imagine how things would have panned out should GM have ended with Jaguar and Ford with Saab.

It is of course highly likely that Saab would still be with us today as a car maker, yet apart from a handful of electric-converted 9-3s having been produced under Chinese ownership of the facility, car making at Trollhättan ground to a halt in 2011 and trademark owner Saab AB has since withdrawn permission for the name and logo to be used on future cars.

All of which was something of a shame since under the management of

Dutch sports car brand Spyker’s Victor Muller, who had acquired the brand from GM, it looked as if the muchneeded new model range was finally on the horizon. The only one to see the light of day was the 9-5 which with its sharp Saab styling was a promising return to form and although the car was sold briefly in the UK, they’re a rare sight.

Despite the demise of its maker though, parts support for Saabs remains strong and they’re certainly affordable, so we’ve revisited the postGM models.

‘NG’ 900

Alongside ‘GM900’, the phrase ‘NG’ (New Generation) is used by Saab fans to idetify the first new model to be released since GM had taken a 50% stake in Saab in 1989. Launched in 1994, it looked remarkably similar to the older 900, but was constructed

on the platform of the Opel Vectra/ Vauxhall Cavalier. It made perfect sense of course and as history would later prove, tiny Saab didn't have the financial muscle to develop an all-new model range from scratch. The most noticeable change for the Saab faithful was the transverse engine layout which allowed a more conventional frontdrive arrangement but also meant the end of the trademark exhaust drone. On the plus side, the GM900 did sell strongly enough for Saab to post a profit in 1995 for the first time in seven years.

9-5

The 9000, which had been developed alongside Lancia Thema, Fiat Croma and Alfa 164, had been Saab’s most mainstream car to date and strong sales reflected this, but its replacement would see the return of some of the more quirky Saab features.

Above: Saab parts supply remains strong and affordable.

Recalling the old 95 badge, the 9-5 was an all-new design and featured signature Saab features like the curved screen, floor-mounted gearshift/ ignition lock and the clamshell bonnet.

A well-equipped car, it had the technology to challenge the likes of the Audi A6, especially when it came to safety kit and the arrival of the estate in 1998 saw sales take off. At launch, the 9-5 was offered with the fourcylinder turbo engine in 2-litre, 150bhp guise or 2.3-litre 170bhp form, plus the 200bhp V6 running the Ecotec engine from GM.

In 1999, the Aero model was added with 227bhp from a bigger blower on the 2.3, rated at 247bhp from 2002. The 9-5 was facelifted in the same year, with diesels added to the range from a diverse range of sources: the 1.9 was a Fiat JTD unit, the 2.2 a GM Ecotec engine and the 3-litre V6 an Isuzu-sourced unit.

A second facelift in 2006 attempted to hide the ageing process, with the V6 models discontinued and a new

1.9-litre diesel added, but production ended in 2010 when the new car went on sale.

9-3 (1998)

The new generation 900 was renamed 9-3 in 1998 to reflect the naming convention begun with the 9-5 and the

opportunity was taken to address some of the criticisms of the GM900. Saab boasted at the time that over 1000 changes had been made, including suspension tweaks aimed at improving the uninspiring Vectra handling.

The new 9-3 also had the distinction of being both the first Saab to offer a

Above: The 'NG 900' looked like the classic 900 but was very different.

Above: GM had taken a 50% stake in Saab in 1989, the first model to emerge was the 'New Generation' 900.

diesel option – the 2.2-litre GM Ecotec – and also the last to use the old Triumph-derived slant-four engine. The 9-3 was offered with a lightpressure version of the 2-litre turbo engine rated at 150bhp, plus the fullpressure turbo engine at 185bhp and the ‘HOT’ engine rated at 205bhp. From 1999, the 230bhp Viggen was offered, with development input from TWR here in the UK. A fast but frantic torque-steering missile, it was well regarded by Saab fans.

9-3 (2002)

In 2000, General Motors had exercised its option and some $125m to take full control of Saab and the first model to be launched as a full GM subsidiary was the second generation 9-3.

Full GM control meant that the Trollhättan engineers had less scope to go their own way and the new 9-3 launched in 2003 was firmly based on GM’s Epsilon platform, also found under the contemporary Vectra and Chevrolet Malibu. No longer powered by the now-defunct Saab engine, the 9-3 now used Saab-badged versions of the GM Ecotec four-cylinder engines. Kicking off with a non-turbo 1.8, it

Above: Second facelift injected new life into the aging 9-5.

Above: First facelift of 2002 added diesels to the 9-5 range.

included the 148bhp light-pressure turbo, the 173bhp full-fat turbo and the 207bhp turbo badged as Aero, with a 2.8-litre V6 turbo added in 2006, boasting 247bhp and also badged as Aero. Diesels, meanwhile, were based around the 1.9-litre EcoTec, badged as TiD models.

Once again, while Saab fans mourned the loss of character, the market lapped up the cars but just a

few years later the global recession started to hove into view and Saab found itself 'under review' as parent GM panicked. In 2008 it was publicly admitted that Saab was for sale.

The 9-3 was facelifted in 2008, gaining a new wraparound front end style and clear rear lights. The facelift saw the addition of what on paper sounds like a real gem in the form of the Turbo X model which added Haldex

four-wheel drive to the V6 turbo car, yet it was a slow seller and is quite a rarity today.

At the same time, a twin-turbo diesel was added, badged as TTiD, the top-spec model packing 180bhp and 295lb.ft.

CADILLAC BLS

It may not be a Saab but the BLS was produced in the Trollhättan plant as GM’s idea of a more compact Caddy suited to European tastes.

The BLS was essentially a badgeengineered Saab 9-3, with differences limited to external styling and dashboard. Launched in 2006 as a saloon and 2007 as estate, it was produced until 2009 and was even offered in the UK in right-hand drive form. They’re rare with only around 200 on the road, but when you do find one they’re certainly pretty cheap: think under £1000 for a presentable example that you'd want to drive.

9-5 (2010)

GM had announced its intention to sell Saab in 2008, but the American giant proved to be so precious about its intellectual property that several promising deals stalled and by 2010 the company publicly announced a plan to simply close the operation.

A last-minute bid from Ditch supercar maker Spyker however, with backing from the European Investment

Above: Twin-turbo diesel in Aero spec made an interesting proposition as a convertible.

Above: The Saab 9-3 of 2003 was an all-new design using the Vectra platform.

LAST SAABS

bank, meant a last-minute reprieve and a deal was signed in 2010.

This allowed what was only the second all-new model since GM took control to see the light of day: the 9-5, which was based on the longwheelbase version of GM’s ‘Epsilon II’ platform shared with the Buick LaCrosse and Roewe 950, although the short-wheelbase version was found underpinning the Vauxhall Insignia.

The 9-5 had been announced in 2009 and full production began in April 2010, using a range of GM engines: a 1.6-litre turbo version of the Family II unit rated at 180bhp, the 2-litre Ecotec turbo at 220bhp and the 300bhp 2.8litre Ecotec V6 turbo. Diesel options were a pair of Fiat Group Multijet fourpots rated at 160bhp and 190bhp.

In March 2011 a neat estate was announced, badged as Sport Kombi, but cashflow problems meant the writing was on the wall for Saab as a business. The ghost of GM still

Above: A spot of badge engineering delivered the Cadillac BLS.

lingered, with its influence extending to the right to veto sale of the firm to another car maker on the grounds of intellectual property contained in the 9-5 design. This meant that despite Spyker having assembled viable rescue options with backing from Chinese car makers, by the summer of 2011 the firm was unable to meet the payroll and formally entered bankruptcy.

The total production of secondgeneration 9-5 models stopped at a paltry 11,280 – including just a handful of estates – which was a tragedy for buyers looking for a premium car which wasn’t German.

AFTERMATH

The assets of Saab were acquired by the Chinese-backed National Electric Vehicle Sweden in 2012 which briefly restarted 9-3 production in 2013 but

ceased operations soon after.

In 2014, NEVS itself filed for bankruptcy protection and shortly afterwards Saab AB withdrew the right to use the Saab name and logos on any future products.

By 2017 NEVS was reported to have gained new backers in China and was constructing a plant in Tianjin where it planned to produce NEVS-branded cars based on the Saab 9-3. By 2019 however, NEVS had become part of the Evergrande group, with its wellpublicised recent financial problems, but there is a glimmer of life for the Trollhättan works in the shape of a solar-charging EV in development by Evergrande subsidiary Sono which may be at least partly constructed there. It won’t be a Saab, but those who have tried early prototypes report that it’s equally quirky.

SWEDISH SCOOBY

The idea of platform sharing with the Cavalier may have upset European Saab fans but over in the USA a genuinely heinous crime of the badge engineering kind was committed.

Alongside its ownership of Saab, GM also held a 20 per cent stake in Subaru and with an eye to broadening the Saab range in North America, commissioned a Saab restyle of the Impreza. The result was marketed as the 9-2X and fooled nobody, especially when it was fired up and the throb of the Subaru flat-four was very much audible.

Alongside the 9-2X, General Motors’ full-size SUV marketed under GMC, Buick, Oldsmobile, Isuzu and Chevrolet badges, was also developed into a Saab model, the 9-7X. Assembled in Ohio and powered by a range of straight-six and V8 engines, it had nothing in common with Swedish-built Saabs and was discontinued in 2009 with the closure of its manufacturing plant by GM. Its replacement, the 9-4X was another restyled GM SUV which was made over in Mexico.

Meanwhile, the 9-2X had been discontinued in 2005 when GM disposed of its Subaru shareholding and only 10,000 were sold in total.

Above: 9-5 was a return to form but it would be the final Saab. Only a few estates were built.

JAGUAR XJ X350

The last of the traditional-looking XJs was surprisingly high-tech under the skin and makes a very practical modern classic.

WORDS: PAUL WAGER

It may have been the last of the traditional-looking Jaguars, but the significance of the ‘X350’ generation of XJ saloon both to the automotive industry in general and Jaguar in particular is hard to overstate. Indeed, it’s largely the same vehicle which was still

in production until very recently, albeit with a modernist reskin and an electronics update.

My first brush with the seventh generation XJ came while I was editor of a BMW enthusiast magazine and having arrived at a press driving day in an M5 of all things I took the chance

to try the range-topping supercharged XJR. The M5 had always been one of all-time favourites, but it was pretty swiftly toppled from its perch when I bagged the keys to said XJR. In black with polished 20-inch rims it had real presence combined with a traditional Jaguar style and with 400 bhp under the

bonnet it was a rapid tool, the hint of blower whine adding to the pleasure as the needles whipped round the creamfaced dials.

Fast forward a few years and I found myself borrowing our own project XJ8 from the Kelsey fleet. Without the supercharger and with a good 100,000 miles more than that press demo XJR, our XJ8 Sport still feels like a rapid and up-together performance car and would shame many far newer saloons from prestige German brands. The paint, trim and plastics have all stood the test of time and mileage pretty well and the 4.2litre V8 is as smooth as the day the car left Castle Bromwich.

The icing on the cake is the paltry sum we paid for the XJ8: think around the three grand mark and you’ll be close. Yes, we’ve had to sort a few niggles along the way but these cars are surprisingly DIY-friendly if you’re prepared to take the plunge and there’s a huge amount

of knowledge out there from clubs, plus the independent Jaguar specialists who are these days more than familiar with the cars.

Yes, these were expensive cars new and in some respects – tyres for example – they still carry the running costs of a £50,000 car, but although you can’t expect to run one on a shoestring, they can be surprisingly affordable. “But what about fuel?” I hear you asking at the back. Well personal experience tells me that if you drive them gently then you can see 34 mpg on a long run, which makes the V6-powered XJ6 suddenly less appealing.

If economy is your thing then there is of course the diesel, but as you’ll see the PSA-developed unit has a less than stellar reliability record. In many ways that’s a shame since the smooth diesel does tick all the boxes for most owners and in fact offers more torque than the normally-aspirated V8. If you can find

one with a blue-chip history from a loving owner then it’s quite possibly the way to go.

HISTORY

Although the seventh generation of XJ was launched in 2002, development of the car known inside Jaguar as the X350 had in fact begun much earlier, running in parallel to the X-Type. Unlike the Mondeo-based X-Type though, the XJ boasted some radical technology beneath its somewhat conservative style. Demands for increased interior space meant it would need to be larger than its XJ40-based predecessor, which required a wheelbase stretch to 3034mm but in order to avoid the weight ballooning as a result, the decision was taken to go with a lightweight aluminium construction.

Back then this was a bold step, only Audi having successfully volumeproduced an aluminium monocoque saloon car, but with Ford money behind

them the Jaguar team managed it.

Unlike Audi and Honda’s use of extruded spaceframes, Jaguar went for a bonded and riveted construction which the firm still uses today, involving the high-tech glue being cured by the heat of the paint oven. It’s strong, too: apparently tests have shown that when two sheets of aluminium glued together in this way are separated, the metal will fail before the glue.

the XJ8

It wasn’t all good though. The lower strength compared to steel was a factor heavily influencing the appearance of the new car, with designer Fergus Pollock pointing out that the need to retain torsional stiffness resulted in larger than average pillars and a high waistline.

In his fascinating book Jaguar Design, former Jaguar designer Nick Hull also points out the rising feature line in the lower half of the rear doors which

Above: MGF & TF LANCASTER INSURANCE IN ASSOCIATION WITH TECH SPECS MODELXJ6XJ8 3.5XJ8 4.2TDVIXJR ENGINE 2967cc V63555cc V84196cc V82720cc V64196cc V8 s/c POWER 240bhp at 6800rpm262bhp at 6250rpm300bhp at 6000rpm204bhp at 4000rpm400bhp at 6100rpm TORQUE 221lbf.ft at 4100 rpm247lbf.ft at 4200 rpm310 lbf.ft at 4100 rpm321lbf.ft at 1900 rpm 399lbf.ft at 3500 rpm MAX SPEED 145mph150mph155mph140mph155mph 0-60 MPH 8.4secs7.3secs6.3secs7.8secs5secs GEARBOX six-speed automaticsix-speed automaticsix-speed automaticsix-speed automaticsix-speed automatic WEIGHT 1545kg1615kg1615kg1659kg1659kg

apparently helps to visually slim the sides of the car.

As for the look of the car, extensive customer clinics held by Ford saw the adoption of the familiar Jaguar face with the sculpted four-lamp front end.

in the TDVi good for 204 bhp.

Underneath was found standard air suspension at all four corners and in conjunction with the car’s lightweight build this made it a more capable handler than its size would suggest.

Facelifted in 2007 for the 2008 model year and gaining the X358 designation, the car gained revised grille, mirrors and front bumpers plus the side vents in the wings, while the 3.5-litre was dropped for the UK market. It would be replaced by the radically different-looking X351 in 2009.

WHAT TO LOOK FOR BODY

Clearly this is one Jaguar where you don’t need to be worrying about rusting steel bodywork... but having said that, the aluminium construction comes with its own issues. Crash damage has to be repaired using a specific process so do check for signs of major accidents, while you may also find signs of reactive

corrosion where the paint bubbles up in localised patches.

The front subframe is steel and can corrode, although this is difficult to check with the engine undertray in place.

The aluminium outer panels are also more easily dented than their steel equivalents, making these cars more vulnerable to supermarket trolleys and careless car park door opening. Take a step back and look down the side for Peugeot 205-style rippled flanks.

Certain colours can also suffer with the paintwork fading at different rates on the bodywork and the plastic bumpers, but this can often be sorted with a ‘mopping’ session using a professional buffing wheel and compound.

Like the X-Type and S-Type, the plastic outer headlight lenses can suffer with road debris and UV light and will become opaque, affecting light output noticeably. If caught in time, this can be polished out and if it’s too bad for normal T-Cut type polish, then one of the restoration

kits will work. Failing that, have the bodyshop buff the lenses when they do the bumpers.

On pre-facelift models, the retaining insert for the headlight washers can fail, allowing the jet to fall inside the bumper, which will need to be removed to retrieve it.

ENGINE

If it’s reliability you’re after then the petrol engines are the way to go. The V8 engines in the X350 are all the later 4.2-litre version of the AJ-V8 which is well regarded and really doesn’t have any Achilles’ Heels. Knock sensors are known to fail, resulting in poor performance and economy and replacement on the V8 can be a DIY job but does involve removal of the inlet manifold.

The V6 is similarly reliable, being derived from the Ford unit and also found in the X-Type and S-Type. Oxygen sensors can often fail and can be hard work to remove, while other issues

include oil leaks from the sump area and the crankshaft end seal, but both can be sorted easily enough.

The V6 engines can also suffer with the radiator swelling at the bottom, and it’s worth checking this before it lets go entirely leaving you stranded.

The diesel on the other hand needs approaching with caution: specialists warn that overfilling the engine oil can cause back feeding of the turbo returns – where the engine will run on its own oil until it fails – and also hamfisted oil changes which see an incorrectly fitted filter damaging the non-return valve.

It’s also been suggested that these engines can suffer from main bearing failure from diluted or contaminated oil.

On the plus side, many specialists reckon the engine, which is also shared with the S-Type and Discovery, can be a good unit if it’s maintained correctly and there are many high-mileage examples still around.

TRANSMISSION

There was no manual option for

the X350 generation and specialists suggest that the life of the six-speed ZF automatic can be usefully extended by changing the fluid every 60,000 miles and using the correct ZF Lifeguard oil and a new filter. This requires dropping the gearbox sump pan, but should the Torx bolts round off in the process, Jaguar supplies replacements with

larger heads.

Oil leaks from the bottom of the gearbox can often be due to the sleeve where the electrical wiring enters but this can be swapped when changing the filter.

Surging on a light throttle at 30-50mph can generally be cured by a control software update.

Above: Standard air suspension arrangement is largely reliable unless there are long periods of inactivity.

Above: Thanks to its aluminium construction this is one Jag that can shift.

BRAKES

The front end uses twin-piston calipers, with sliding single-piston calipers at the rear, with the XJR using Brembo kit. Sticking calipers aren’t uncommon on little-used cars, but can either be freed off if you’re lucky or swapped with a reconditioned unit. The rear parking brake is electric and so the correct diagnostic tool is needed to perform a disc or pad replacement.

ABS problems are common and a failed sensor is a simple DIY job to swap. If that doesn’t cure the problem though, problems at the rear end are likely to be down to the reluctor ring on the driveshaft having corroded and swollen up so the sensor can no longer read the signal. The cure is a replacement halfshaft and it’s really a workshop job.

SUSPENSION

The air suspension gives a comfortable ride, although newcomers to the car may be surprised to find it slightly crashy when compared to something like a hydropneumatic Citroën.

As far as the air suspension goes, height sensors are a common failure but are straightforward DIY to change, whereas failed shock absorbers mean a new strut: £1000 a corner from Jaguar but around £100-£180 used. The main air pump is a common fail point but a used part is around £150.

Elsewhere, the rear lower suspension arm bushes can wear, the solution being a complete lower arm which can be changed at home. Upper bushes can also wear on higher-mileage cars and again a complete arm is the solution.

A rattle from the bottom damper bush is a simpler fix at around £14 a corner and a tool is available to press the bushes in and out without removing the strut.

Movement or rattling felt while tapping the brakes sharply at low speeds can identify worn lower front arm bushes or failed anti-roll bar drop links. The drop links are a simple job, while the bushes can be changed a few times before the arm needs replacing but a new assembly with bush fitted is also available.

Wheel bearings are also a common

failure and are around £100 front and £50 rear. To avoid the need for a press, a used front hub with good bearing can be had for around £60.

INTERIOR

The trim and fittings in these cars is of high quality and other then the usual wear and tear to the seats it should last well. Tired-looking leather can be transformed by using one of the colourmatched leather recolouring kits as sold by firms like the Furniture Clinic.

The door locks and latches can be an issue and although the doors can still be operated manually, this can become more of an issue if the lock fails when it’s double-locked. The answer is to get it sorted as soon as the central locking starts to misbehave and used locks are available for around £50. While the door is apart, specialists recommend fitting a new window regulator as these are a common fail point.

One rather more major issue is the heating/air conditioning system. This has a dual-output option for separate temperatures on each side and if it starts to misbehave, expect some hassle. If you’re lucky, back-flushing the system might sort it out, but if not then a partial dismantling of the dash might be needed to access the heater matrix. Straightforward but a lot of fiddly labour.

If the heater fan starts to have a mind of its own then it’s down to the resistor pack which can be replaced.

VALUES

As with many modern classics of this era, prices are all over the place with the newer cars still depreciating and the older or more miley cars near the bottom of the curve. The V6 models are your entry ticket: think just under £2000 for a 3.0 SE showing 165,000 miles, rising to around £4000 for a nicely specced example showing 80,000 miles.

You can expect to pick up an early 4.2-litre V8 for around £3000 with a few dashboard warning lights to keep you busy and 100,000 miles showing, rising to £4000 for the nicer cars and £5000 if you want to see fewer than 100,000 miles. The XJR starts at around £5000, with the top whack for pre-facelift cars being around £9000. The diesel starts at around £3000 for high mileage examples, rising to around £7000 for sub-100k miles and closer to £9000 for the low-mileage examples.

THE SOFT OPTION

There’s no shortage of open-topped 2+2 cars out there, but proper four-seaters let the family come along too. We round up some favourites.

WORDS: PAUL WAGER, JAMES BOWERS, SIMON JACKSON

1980S

SAAB 900

Much like the Triumph Stag in the decade beforehand, for a good part of its existence the open-topped Saab 900 had negligible competition. Originally developed from the twodoor saloon by the American Sunroof Company at the instigation of Saab’s American importer, the open-air 900 benefited from most other European marques having shied away from open cars in fear of expected US legislation banning convertibles which never

actually arrived.

Despite its US origins, the 900 Convertible was produced by subcontractor Valmet in Finland and would be offered with the full range of engines right up to the turbocharged 16-valve T16S. Production of the classic 900 ended in 1994 when it was replaced by the GM-based model.

Budget on £7000 for a good example, rising to £15,000 for the very best but be aware that although parts supply is generally good, it’s over a decade since Saab produced its last car, so detail bits are getting harder to source.

AUDI CABRIOLET

It seems that every Audi Cabriolet which comes to auction is touted with a tenuous Lady Diana connection and it’s true she was frequently seen in one, reinforcing its style credentials.

Although the car was indeed developed from the ‘B3’ generation of Audi 80 launched in 1988, it was never badged as such, marketed simply as the Audi Cabriolet. This was the first midsize Audi which really took the game to BMW and in many ways the open-air version launched in 1991 was the equal of BMW’s E30 drop-top. The multilayered roof for example was certainly comparable, as was the engine line-up which went from humdrum four-cylinder 1.8 through 2.3-litre five-pot to the 2.6 and 2.8-litre V6s. Sadly though, the four-wheel drive quattro option wasn’t offered, UK-market Cabriolets all being front-driven.

With decent build quality and galvanised bodyshell, the Cabriolet was a robust car and plenty have survived. Avoid the uninspiring four-cylinders and go for the charismatic five-cylinder for that unique Audi sound and budget from £2500 for a usable example up to £7000 for the leather-trimmed Final Edition 2.8 V6 cars.

BMW E30 3-SERIES

As Eighties icons go, the elegant BMW convertible is right up there on the poster wall behind the Testarossa. The E30 3-Series had arrived in 1983, but initially the convertible offering was

the Targa produced by coachbuilder Baur. In 1986, the factory-produced full convertible model was launched and was an immediate hit, with its clean lines hiding the folded roof underneath the rear deck.

Offered with both four-cylinder and straight-six engines, the E30 Convertible outlasted the saloon, with production lasting until 1993 when the new E36 convertible arrived. Top of the tree is naturally the 170bhp 325i and curiously, the convertible is actually more affordable than the sought-after two-door 325i saloon, but the 320i also offers the six-pot soundtrack and is rather more exciting than the lacklustre 318i model.

Expect to pay £5000 for a presentable 325i convertible, rising to £15,000 for low mileage or restored cars. Watch out for body rot though, and make sure to research the standard spec in order to avoid modified cars.

VW GOLF MK1

Produced for VW by coachbuilder Karmann which was also responsible for the ragtop Beetle, the Golf Cabriolet was launched in 1979 but didn’t arrive in the UK until 1980. Although it was offered with the injected 1.6 and then 1;8 engines, it was badged GLi rather than GTI until 1985, with the non-injection model getting a GLS badge.

With no Golf Mk2 convertible offered, the Mk1 was modernised in 1988 with chunky plastic bumpers and the addition of the 1.8 carb-fed Clipper to replace the GL. A power roof was offered from 1990 alongside various special editions and in 1994, it was replaced by the Mk3-based convertible, skipping the Mk2.

On early cars watch out for structural rust – the strengthening additions mean the shell is very different from the regular hatch – but find a nice one and you’ve got yourself into a Mk1 Golf GTI for much less than the hatches are fetching at auctions. As little as £2000 can buy a runner, but don’t expect it to be much fun. Better to spend £5000-£7000 which will get you into a presentable ’90s car, with low-mileage or super mint examples commanding more.

FORD ESCORT

Look closely at the convertible Golf and Escort and they seem to be very similar, which is little surprise since Karmann was also responsible for chopping

the top off the Escort, reinforcing the hatchback shell in the same way: additional sill members, reinforcements under the rear seat area and a welded-in rear shelf plus the prominent roll hoop.

The Escort was offered with both carburetted and injected versions of the 1.6-litre CVH and like the Golf, it can be a clever way to get into an XR3i at lower cost. Watch out for body rot naturally, but also for badly modified cars – many were treated to RS Turbo engine transplants back in the day. Budget from £4000 for a presentable car, with low-mileage survivors running up to £7000.

VAUXHALL CAVALIER

The drop-top Mk2 Cavalier was notable for being one of the few General Motors products to be marketed in the UK with both Vauxhall and Opel badges. This was partly explained by the popularity of grey imports from Europe at the time, but also by the cars being created in Germany where a two-door Cavalier was offered, with coachbuilder Hammond & Thiede taking cars from the production line and converting them according to a design worked up by British firm IAD.

The Cavalier convertible was offered only in 1.8i form, essentially the SRi specification and was produced from January 1986 to October 1988, making them a rare sight today. If you can find one, expect to pay upwards of £5000 for a presentable example but you will be getting a proper four-seater.

Above: Convertible Escort offers a clever way to get into an XR3i at lower cost.

Above: Karmann's Golf Cabriolet was launched in 1979.

1990S

MERCEDES W124

The W124 range was launched in 1984, but the elegant convertible didn’t arrive until 1991, when it was first offered with the 24-valve straight six badged as 300CE-24, joined the following year by the 320CE, later badged as the E320. In 1993 a fourcylinder E220 was added to the line-up but the pick of the range is the E320. With the W124 being one of the last to enjoy traditional Mercedes solidity, these cars shrug off the passage of time and remain a classy way for the whole family to enjoy summer motoring, with enough power on tap to be a fun steer.

MERCEDES CLK

When the W124 coupe and convertible left production in 1997, their replacement was styled and marketed as an E-Class but was technically based on the smaller C-Class. Badged as CLK, the convertible was first offered with the four-cylinder 2-litre as the 136hp CLK200, plus the supercharged 2.3litre 190bhp engine badged a CLK230 Kompressor. Shortly after launch a 215bhp 3.2-litre V6 was added to create the CLK320 and offered an interesting diversion to the smaller BMW convertible.

The C208 was facelifted in 1999 and the convertible would overlap its successor, ending production in

prices up from there but still sticking below our £8000 ceiling.

ROVER CABRIOLET

The humble Rover might seem out of place in this company but the car which started out as a Rover-badged Honda Concerto hauled itself gently upmarket as time went on, adding the neat convertible in 1993. Alongside the estate, the Cabriolet was unusual in being a bodyshell not offered by Honda. Offered in 214 form with the homegrown K-Series engine or as a 216 with the Honda powerplant, the Cabriolet lasted until 1999 and today is one of the cheapest four-seater open cars you can buy: you’ll pick one up for just £500, with the 214 being the

Above: Rover Cabriolet made a pretty decent convertible in 1993, E36 3-Series was a giant leap forward for BMW.

While not the most dynamic option, Volvo's C70 is solid and unusual.

BMW E36 3-SERIES

The successor to the E30, the E36 generation was a giant leap forwards for BMW and took the 3-Series from old fashioned to cutting edge. Once again the factory convertible was introduced after the saloon, arriving in 1994 as 320i and 325i, the 318i added later. In 1995, the range was revised to include the 318i four-cylinder and the six-pot units in 320i, 323i (actually a 2.5) and the new 190bhp 328i form.

The E36 convertible would in turn overlap the succeeding generation, produced until 1999 and today nice ones are sought-after, especially in 328i form. If you don’t want to pay the ‘scene tax’ for the 328 though, the 323i makes a nice alternative and has enough power to be fun, even if it needs working hard to access the full 170bhp.

VOLVO C70

Of all the makers with pretensions to premium status, Volvo was late to the party with a convertible of any kind –perhaps the legendary Swedish attitude to road safety having an influence.

Introduced in 1997, the C70 enjoyed plenty of British input, styled by Peter Horbury and engineered by TWR from

the front-drive platform underpinning the 850. Designed from the outset to offer space for a family of four, the C70 featured a glass rear window and a pop-up rollover hoop similar to the Mercedes SL. Like the BMW, the folded roof was hidden under a cover and power operation was standard. Unfortunately, like the older Saab 900, it also suffered from noticeable scuttle

shake when driven hard.

That apart, the C70 makes for an understated cruiser today and doesn’t look like the cheap car it is: decent examples start at just £850, for which you’ll even get the five-cylinder 2.4 turbo. Expect plenty of miles but they’re a solid thing and if it worries you, a budget of £2000 should find one with less miles.

Styled and marketed as an E-Class, the CLK was technically based on the smaller C-Class.

Above:

Above:

2000S

PEUGEOT 306

First seen in 1997, the facelifted Peugeot 306 Cabriolet lived on for a few years into the noughties. Like most sporting Peugeots of the era, it featured pretty Pininfarina-styled bodywork, which arguably was only truly appreciated once its ungainly 307 successor hit the showroom floors.

Sadly, the 306 Cabriolet comes from a generation of cars which fell victim to the UK’s scrappage scheme of 200910, meaning that used examples aren’t as common as they perhaps should be. Nevertheless, they’re still pretty cheap, whether you want a 1.6 litre variant or one of the ‘beefier’ 1.8 or 2.0 litre cars. Nice ones can demand anywhere between £2000-£4000, though if you’re feeling brave you can pick up a scruffier example for less than a grand.

BMW E46

Essentially a heavy facelift of the E36, the E46 generation of 3-Series was a gentle evolution and brought more of the same, including the convertible

which arrived in 2000. As before, the engine range included the four-cylinder 318i, plus the six-cylinder 320i, 323i and 328i, the line-up later rationalised to include the 318i, a new 2.2-litre 320i, a 180bhp 325i and the glorious 231bhp 330ci. From 2002, the fourcylinder 320cd and six-pot 330cd were added but in old age and higher-

mileage it’s the petrol units which are the best bet.

The later 325i is a halfway house offering less power and no better economy than the 330ci which remains a real high point of the range, but if insurance and road tax is a consideration then the 170bhp 2.2-litre 320ci is a great compromise.

Above: MINI has bundles of retro appeal, though space is not its strong point.

Above: The 1-Series has badge appeal but its styling is not to everyone's tastes.

MINI

When BMW relaunched the Mini brand at the turn of the century, purists cried while the masses flocked to the doors of dealers. The reimagined compact car was a major sales hit, despite having put on a few pounds since the original model was unveiled in 1959. It’s no wonder then that different variants soon began to emerge, such as the ‘R53’ Cooper S & JCW hot hatches, and the ‘R52’ convertible.

Adding to the Mini’s retro appeal, the convertible even received exposed rear boot hinges, while its chrome rollover hoops also caught the eye when the roof was down.

Standard 1.6 litre examples bottom out at around £1000 in today’s market, though immaculate ones can cost up to £4500. The convertible was also graced with the supercharged Cooper S engine though, and if you want one of those, you’ll be looking at a price tag within the region of £2500-£7000.

SAAB 9-3

A far cry from the Vauxhall Vectra that it shares a platform with, the Saab 9-3 Convertible received the typical amount of forethought and ingenuity that you would expect from the Swedish marque.

For example, whereas many convertibles can feel a little dark and claustrophobic with their roof deployed, Saab gets around this by upholstering the inside of the 9-3’s cover in either beige or light grey material – a vibrant contrast to the black or blue hues that you’ll find on the outside. There are loads of little features like that within the car which make it feel as though Saab really had the occupants in mind while designing it. Nice touches.

Older examples can be had for between £1000-£4000, while the newer facelifted models typically sell for £3500-£7000.

CHRYSLER SEBRING

The fact that this car was on sale for just two years in the UK tells you all that you need to know. Critiqued for its disappointing driving dynamics and sluggish engine range, the Sebring had few fans amongst the motoring press. What’s more, it was perhaps better visually suited to a Palm Springs retirement home than it was our British shores. As such, sales figures were low.

On the plus side, the Chrysler can make for a relaxing cruiser due to its overly soft ride and fairly impressive equipment list. So, if you’re more of a Sunday driver than a B-road enthusiast, it could be a solid option for you. They’re hard to find in the used market, but on average a good one will demand around £3500.

BMW 1-SERIES

Aesthetically, the inaugural BMW 1-Series is a bit of an acquired taste, however the visual blow is certainly softened by plenty of badge appeal. Looking beyond its exterior though, the 1-Series makes for a very capable convertible. The build quality has a premium feel to it as you would hope, though it is worth noting that the space in the rear is a little cramped compared to other cars on this list.

To drive, it handles surprisingly well for a hatchback-based soft top, while power comes from a very capable range of engines. As such, the price spectrum for these is pretty wide, ranging from £3500£13,000. You should certainly be able to get a good example with appealing spec for less than the ten grand mark though.

Above: The 306 was popular at the time but few and far between today thanks to the UK scrappage scheme.

Above: Plenty of nice design touches can be found in the Saab 9-3.

2010S

MERCEDES E-CLASS

Definitely one of the most executive cars featured here, the Mercedes-Benz E-Class convertible comes with some rather neat tricks up its sleeve. The AirCap system, for instance, is standard across all trim levels and acts as a sort of turbulence eliminator, supposedly reducing the buffeting effect of wind as you drive along. What’s more, if the weather is a bit chilly, the optional seatmounted AirScarf will blow soothing warm air towards you at neck level.

The E-Class isn’t exactly a driver’s car though, and the larger diesel engines are probably a bit too noisy to be pleasant with the roof down. If you stick with a petrol one though, it’ll feel superbly refined. Currently, tired examples start at £7000, though cars with just 70,000-80,000 miles on the clock can be had for within our £10,000 budget.

VOLKSWAGEN BEETLE

Whereas cars like the Mini and Fiat 500 are still going strong today, Volkswagen’s own retro reboot fizzled out rather sooner. The Beetle’s final form was released into the world in 2011, with the convertible variant arriving in 2013, by which point the car’s popularity had, sadly, already begun to wane.

Less practical and more expensive than a Golf, it’s hard to justify this car in a logical manner. In truth, it’s the sort of vehicle that you have to buy with your heart, rather than your head. It’s easy to see why some people made that decision though. The soft top Beetle is quite a striking thing to look at, and if anything, is more about lifestyle or identity than it is about driving or getting from A to B.

The latest generation is still fairly pricey, however cars with at least 80,000 miles under their belts are now creeping under the £10,000 barrier.

AUDI A3

Audi’s answer to the 1-Series convertible first debuted in 2008, remaining for sale until 2014 when a successor came along.

In standard hatchback guise, most people would agree that the Audi had the advantage over its BMW counterpart in terms of aesthetic design, however with their roofs chopped off that became less clear.

Nevertheless, the A3 still has plenty of appeal, especially given Audi’s bold claim that it can go from roof up to roof down in less than half the time of the 1-Series. Good late examples tend to fetch £6000-£8000, though prices can drop as low as £4500.

VAUXHALL CASCADA

How do you turn a Vauxhall Astra into an aspirational proposition? Well, as it turns out, the answer is not to morph it into a convertible, as the renamed Cascada’s sales figures demonstrated.

Above: The German marques offered a wealth of convertible options in the 2010s.

However, economics aside, the Cascada shouldn’t necessarily be mocked. In actuality, while it may never get your pulse racing, it’s still quite a spacious, comfortable cruiser. Plus, although visual design is a subjective matter, you’d have a hard time convincing this writer that the more premium-badged options out there look any better.

Used prices start at £6000, but £10,000 will get you a really wellsorted example.

VOLKSWAGEN GOLF

For its sixth generation, Volkswagen reintroduced a convertible variant to the Golf range – the first time it had done so since the popular Mk3.

Like the standard Golf, there is really very little to say about it. It’s a neatly styled but fairly unadventurous design, which is backed up by suitably capable engineering. Structurally, there are a lot of shared components between this and Audi’s soft top A3, though as can be expected the Volkswagen’s engine range is slightly less enticing.

On the used market, the best examples can sell for up to £10,000, but it is possible to get one for considerably less. We wouldn’t advise dropping beneath the £5000 threshold though, as those examples will be

particularly tired.

AUDI A5 CABRIOLET

Now here’s a convertible that truly looks the part. Managing to be both elegant and aggressive at the same time, the Audi A5 Cabriolet has plenty of road presence. Inside, the interior makes for a nice place to sit too, with the materials used providing a good sense of refinement.

Like the E-Class convertible though – perhaps the A5’s closest soft top rival – it doesn’t quite perform on the road how keen drivers might like. The suspension is relatively firm, but any advantage this would add to the driving experience is lost due to a relative lack of feel in the steering.

That said, it is still undeniably desirable, meaning you’ll need around £10,000 to get a good one.

Above: Mk 6 was the first Golf convertible since the Mk 3.

Above: Cascada was essentially a convertible Astra.

CURVEBALL

MAZDA MX-5

Yes, it's a two-seater, so the rest of the family will have to walk or get the bus, but the enduring icon that is the Mazda MX-5 is very much worthy of consideration. Launched in 1989, the Japanese Roadster has been around for the same amount of time as the rest of our picks from the last four decades. That speaks volumes for its appeal. Light in weight and championing a tried and tested layout; engine in the front, driven wheels at the back, the humble MX-5 offers a timeless recipe.

There are four versions to pick from, they start with the first generation car – code name NA, it's the one with the pop-up headlights which remained in production until 1997. Taking much of its inspiration from classic British sports cars such as the Lotus Elan, the first MX-5 was available with 1.6 or 1.8 litre power and a five speed manual transmission or automatic gearbox.

Revealed in 1997, the MX-5 NB retained the overall size, look and feel of the original but it lacked those distinctive pop-up headlights – much to the dismay or motoring enthusiasts all over the globe. Slightly faster and more refined than its forebear, the NB underwent a face lift in 2001 and

stayed in production until 2005.

The NC of 2005 onwards was with us for a decade. This third generation MX-5 moved the story on significantly, it was the first MX-5 to offer the option of a retractable hardtop. A quick, well rounded and accomplished sports car, the NC won plaudits from the automotive industry and motoring press alike. There was an update in 2013 and numerous special editions during its lifetime, including the 25th Anniversary Model of 2014.

Bringing the story bang up to date is the fourth-generation MX-5, code named ND. This was unveiled in 2014,

in production since 2015. This latest incarnation was awarded World Car of the Year status and shares its platform with the Fiat 124 Spider and its Abarth relation. In 2016 Mazda revealed a new RF (Retractable Fastback) version which mixes coupe with soft top convertible, providing a targa-style roof.

Decent early MX-5s can be purchased for around £3000, the second generation cars are less sought after and swap hands for upwards of a £1000 for a roadworthy car, £2000 secures an NC version with ND prices starting at £10,000.

Above: The MX-5 is an enduring option – maybe the rest of the family can get the bus?

Above: Third generation (NC) MX-5s are becoming affordable, and therefore popular modern classics.

OIL BARONS

Diesel is a dirty word these days, but if you regularly travel long distances, it is arguably still the best option available. Here are some great executive examples that can be picked up for less than ten grand.

WORDS: JAMES BOWERS

BMW E65 7-SERIES

Amidst all the furore around BMW’s modern offerings, it’s easy to forget that we’ve been here before: in 2001 the wraps came off the first of a new era of cars under the design direction of Chris Bangle and the world’s automotive press took a collective gasp of amazement.

Bangle’s idea was to move away from ‘cookie cutter’ cars where BMW effectively offered one car in three sizes, and it was really very different from the outgoing if elegantly proportioned E38 7-Series.

Controversial it may have been, but the low-volume 7-Series was an easy way for BMW to experiment with a new design language and also new technology – most significant of which was the iDrive which replaced

the scattered control buttons of the conventional luxury car with a single rotary controller.

At launch, the E65 was offered in the UK with only petrol powerplants, but by 2005 the straight-six 730d had been added to the range and quickly proved to be the strongest seller. Over in Europe, 7-Series buyers could also choose the V8 740d and the twinturbo 745d rated at 553lb.ft but alas we would be denied this until the F01 generation car in 2008.

As for the ownership experience, common problems are a worn turbo, tired injectors and the occasional swirl flap drama but little of that is very expensive. Regular oil changes and careful use can make a turbo last 200,000 miles.

The swirl flaps were a well-

publicised issue at the time, being plastic butterflies in the inlet which open and close to promote swirl in the intake charge. They can break up and enter the engine and although the plastic flaps themselves won’t cause damage, the metal fittings will. Many owners simply remove and blank them off, using specially made blanking plates and notice no difference in performance at all.

As for values, expect to pay a minimum of £3000 for a presentable example showing around 100,000 miles, values rising with condition and mileage to a ceiling of around the £5000 mark.

AUDI A8

The second-gen Audi A8 was around for quite a while, debuting in 2002

and soldiering on until 2009. In 2007 though, it received a major facelift, and it’s that car which we’ll be focusing on here.

From the get-go, the A8 was pretty loaded with tech. Adaptive bi-xenon headlights came as standard, as did the air suspension and continuous damping control. On top of that, the A8 was the first Audi model to get the iDriverivalling MMI onboard computer.

The facelift added optional features such as full speed range cruise control, blind spot sensors and a frontal impact warning system. Most obvious though, was its heavily revised front fascia.

As far as engine options go, if you want a diesel one of these, you’ll be able to choose from a 3.0-litre V6 TDI, or a 4.1-litre V8. The V6 offers 230bhp, and a fuel economy of around 34mpg.

Above: The iDrive system replaced the scattered controls of the past.

You’ll naturally get more performance out of the 322bhp V8 though. With 479lb.ft of torque, that engine will whisk you to 60mph in less than six seconds flat.

Assuming you want one with less than 100,000 miles on the clock, you’ll have to pay somewhere between £5000-£7500 for a V6, while the V8s tend to demand a bit extra. Good examples of those are relatively scarce beneath the ten-grand mark, but it is still very much possible to find them if you look hard enough.

JAGUAR XJ (X350)

Despite its somewhat stuffy styling, the X350-gen XJ was actually quite a revolutionary iteration of Jag’s long-standing premier saloon. Of course, most of the headlines go to its lightweight aluminium body, and the rewarding driving dynamics that come with it. However, it’s also worthy of a mention simply for being the first ever XJ available with a diesel powertrain.

Admittedly, up against the petrol V8s, the X350’s PSA-sourced diesel hardly seems like the most enticing option of the range. That said, the 2.7litre V6 is a good enough engine in its own right. 201 horsepower and 321lb. ft of torque certainly feels brisk when you put your foot down. Treat the right pedal with a bit more finesse though, and you should be able to eke out some 35mpg.

A notable facelift arrived in 2007, giving the XJ a slightly more modern, sporty guise, but mechanically little changed throughout the car’s lifespan. One of the best handling vehicles

on this list, if you’re somebody who enjoys a spirited drive every now and then, then the XJ is one of your better options. It won’t cost you too much to land one either.

Prices for five-figure-mileage cars start just above £4000, while £5000£6000 should land you a reasonable one. If you’re willing to spend upwards of £8500, that’s where you’ll find the cream of the crop.

MERCEDES-BENZ S-CLASS

You can’t talk about long-distance luxury without at some point mentioning the Mercedes-Benz S-Class, arguably the flagship of all the cars in this genre.

After a slightly shaky period for Merc between the mid-nineties and early noughties, the 2005 W221 S-Class signalled a return to form for the Stuttgart brand.

The styling was a welcome evolution, while inside the cabin, there was a far greater concentration of high-end materials. To go along with the extra swathes of leather and wood, you also benefit from a whole host of assists and creature comforts, ranging from an infrared night vision display to a highend Harman Kardon sound system.

Once you actually get moving, don’t expect the S-Class to feel as agile as the XJ. Instead, this vehicle is solely about cruising (at pace), and thanks to its ‘Airmatic’ suspension, it’s a class leader in that field.

Engine-wise, there’s a few diesel options to choose from. We’d probably steer clear of the 2.1-litre four-cylinder, even if it wasn’t practically impossible to find on the used market. Instead, you probably want to aim for the S320 or S350 V6s, especially if you can find a later BlueEfficiency model within your budget. These will give you roughly an extra 3-5mpg over than standard diesel V6s.

As for the cost, well, these are likely to take you right up to the top end of the £10,000 threshold if you target the newest, most tech-packed variants out there. However, if you’re willing to buy an older example with a lesser spec sheet, then you’ll be able to get your hands on a nice one for as little as £6500.

Above: A8 was bursting with technology, it received a major facelift in 2007.

Above: X350 was the first XJ available with a diesel powertrain.

RANGE ROVER

First introduced in 2001, the third-gen Range Rover is a car which enjoyed critical acclaim throughout the 2000s.

Variable air suspension improved its roadholding capabilities over the Mk2, while simultaneously allowing it to retain the sort of suspension travel that enabled competent off-roading. It’s this multipurpose mastery which endeared the L322 to the masses, as it quickly garnered a reputation as the luxury car for all scenarios.

That said, Land Rover felt the need to give it multiple updates over the years. 2006 was one of the first instances of this, when the Range Rover got a relatively light makeover and updated infotainment system.

The following year, better brakes were fitted, and the suspension got an upgrade too. However, the biggest change came under the bonnet. As far as diesel variants of the Range Rover are concerned, early examples came with a BMW straight-six, but for 2007, that power unit was replaced. Instead, Ford’s 3.6-litre diesel V8 now sat in its place, increasing power from 177bhp to a much more potent 272bhp. Torque, meanwhile, stood at 472lb.ft.

More changes were to come later in the L322’s life, but for the purpose of this article, it’s really only the pre2010 examples that fit the budget. You can buy a third-gen Range Rover with decent mileage for as little as six grand, but we’d advise against cutting costs

with these cars. As good as they are, they do have a less than favourable reliability record, so you should aim to buy the best one you can. A budget of £10,000 should easily be enough to bag a clean one with about 75,000 miles on the clock.

CHRYSLER 300C

The Chrysler 300C represents a very different interpretation of the word

‘executive’. Offering more outward brawn than its European counterparts, the 300C is luxury car for people who don’t want to blend in with the crowd.

Naturally, given its heritage, it’s tempting to go down the petrol Hemi V8 route with these. However, we’ll stick to the brief and focus on the diesel one instead. The engine used in that car is actually the same V6 sometimes spotted in the aforementioned S-Class. So in other words, it’s quite good.

As for the rest of the car, the Mk1 300C had a few different trim levels. The LX base model is perhaps the least ‘executive’ car on this list, but top-of-the-range cars had 20-inch alloys, inbuilt satellite navigation, and Chrysler’s MyGIG infotainment screen. Admittedly though, none of that can really hold a candle to what the topend European marques offer.

Still, if it’s value for money that you’re after, the 300C is a great option to have. An absolutely mint example will struggle to creep past the £8000mark, and most of the better ones on the market are sitting at around £4500-£6500. So, while it might not be the absolute best executive diesel on the used market, you get an awful lot of bang for your buck.

Not keen on the saloon version? Well, for the same sort of price, you could opt for the 300C Touring estate

Above: 300C offers good value for money, even the very best are no more than £8000.

Above: Pre-2010 examples of the third-gen Range Rover – L322 – fit our budget.

instead. And if the Mk1 in general just isn’t for you, maybe you’d prefer the softer styling of the Mk2 – this budget can get you into one of those as well, though there aren’t so many around.

VOLVO S80

Another slightly left-field choice is this, the Volvo S80: specifically, the second generation. A surprisingly rare sight in the UK, the S80 Mk2 was on sale between 2006-2016, though the very latest cars are typically a bit beyond the price range we’re looking at.

However, for anywhere between £5500-£10,000, a slightly older model could be yours. That covers a wide variance of cars though, so let’s dive a bit deeper into what you’d actually be getting for the money.

At the lower end of the spectrum, you’ll find S80s with the 2.0-litre fourcylinder diesel, and older five-cylinder cars. The vast majority of the examples on the market, however, are middle-age S80s fitted with the 2.4-litre five-pot. Unfortunately, whereas this luxury Volvo could be equipped with anything as large as a V8 in petrol form, the fivecylinder is the biggest diesel option available. But hey, although it doesn’t have the outright performance of the upper echelon of cars on this list, it makes up for it with a fairly impressive 46mpg fuel economy.

Blind spot sensors, braking assistance, and adaptive cruise control are just some of the optional extras to look out for, while a 7-inch infotainment system arrived in cars built from 2012 onwards.

Ultimately, if you like the idea of discreet luxury, the S80 could be the reasonably-priced car for you.

BMW X5 (E53)

The original, and – in my opinion – the best BMW X5, was one of the earliest entries into the luxury SUV market. Of course, the Range Rover had been around for a long time prior, but the X5 (alongside Mercedes’ inferior M-Class)

was one of the earliest examples of a brand with little-to-no off-roading background jumping onto the now mandatory SUV bandwagon.

In a way, that should make me rather unfond of it. After all, without the success of the X5, perhaps the ensuing tidal wave of dreary modern-day ‘soft roaders’ wouldn’t have come to fruition in the way it has. But regardless, I can’t help but like this lofty BMW.

Visually, it carries itself very well indeed, like most turn-of-the-century BMWs do, and it’s just as well puttogether mechanically. Mind you, it shouldn’t be a surprise that the Mk1 X5 was a good car – after all, it took a lot of inspiration from the L322 Range Rover, thanks to the relationship that existed back then between the two different marques.

In fact, if you trace the DNA of the X5’s components back to their origins, you’ll find that it is effectively a crossbreed of Range Rover and E39 5-Series. What a combination! Naturally, that also means that in diesel guise it shares the same 3.0-litre straight-six engine as early L322s.

If you want a Mk1 X5 diesel today, average examples will set you back somewhere in the region of £4000£6000, while pristine motors are priced closer to the £8000-mark.

Above: Volvo's understated S80 offers discreet luxury.

Above: Is the original X5 the best? Many BMW enthusiasts would say it is.

JAGUAR XF (X250)

To finish off this shortlist, we thought we should probably turn to a car which is more easily associated with the ‘executive’ banner.

A midway point between the XJ and XE models, the XF provides a healthy dose of typical Jaguar luxury in a package that’s slightly more compact – and thus sportier – than the XJ.

The X250-generation XF was particularly special, being the first of a new wave of cars built around a (much-needed) fresh design language.

The new age feel to the car continued on the inside as well; a trend summed up nicely by the circular gear selector which raises up from the transmission tunnel once you switch the ignition on. Pretty fancy. Oh, and leather upholstery comes as standard. The effect is slightly undermined, however, when you learn that the

car’s core underpinnings are simply re-worked carryovers from the underwhelming S-Type. Oh well, can’t have it all…

As for the engine options, in diesel form the XF came with a 2.7-litre V6 upon launch, upgraded shortly afterwards to 3 litres. However, a 2.2litre four-pot joined the range as part of the 2011 facelift. This smaller unit should appeal to more economically minded drivers, as it’ll hit 52.3mpg according to Jag.

Pricewise, the Jaguar XF fits a wide range of budgets. If you’ve only got £3000-£4000 to spend, that could still land you a pre-facelift model with 90,000-odd miles clocked. Though, it probably won’t be the tidiest example out there. The average expenditure on an early X250-gen XF is typically between £5000-£6500, while respectable facelifted ones start at around £7000.

We can’t sensibly recommend a near20-year-old, V10-engined SUV to you, but if you’re feeling a whole lot braver than us, you might be interested to know that there’s a ten-cylinder VW Touareg out there. They’re rarely spotted in the classifieds, but they do exist (promise!), and are often priced under ten grand (albeit with a worrying number of miles on the odometer).

Don’t say we didn’t warn you...

VOLKSWAGEN TOUAREG V10 TDI

Above: Is the XF the definitive Jaguar 'executive saloon'? Quite possibly...

BEST OF BRITISH

We consider 10 of the best British-built sports cars from the last 30 years – ideal for wind in the hair motoring.

WORDS: PAUL WAGER

Trying to pin down a workable definition of ‘sports car’ is almost as tricky as trying to define what makes a classic, or indeed what separates a roadster from a convertible. So when considering ten of the best British-built sports cars from the past 30 years, we set pedantry aside and decided to select cars which were fast enough to be fun, had just two doors and naturally, were assembled in Britain even if they weren’t all designed here.

All of which narrowed the choices drastically, but as you can see, we’ve come up with some modern classics to suit all tastes and all budgets, all of them proudly British and all of them serving up fun by the bucket load. You may disagree with our choices of course, but there’s no denying we have here a showcase of the creativity and engineering skill which sets the British motor industry apart

MG TF

Proudly waving the value flag, the TF is as affordable as it’s ever been right now and is essentially the MGF without the pitfalls of the Hydragas suspension.

To put this in context, we need to go right back to the genesis of the reborn MG brand when the emergence of the Mazda MX-5 forced a decision at Rover Group management level that the on-off project to develop a new MG sports car needed pulling off the back burner and pretty fast.

As ever, budgets were tight and time was short; the RV8 had been hastily assembled to keep the MG brand in the buying public’s eye but a new affordable car in the Midget/MGB mould was desperately needed.

The story of the car’s genesis is a protracted one, but essentially outside contractors were invited to tender for the work and each was given a fibreglass copy of a concept car worked up by Jerry McGovern.

Motor Panels based its proposal on a Maestro floorpan shortened behind the seats by 2.75 inches and powered by a front-mounted 2-litre M16 engine and used Maestro-derived MacPherson strut front suspension and front-wheel drive.

Reliant meanwhile used a lengthened version of its own Scimitar chassis with a front-mounted 3.9-litre Rover V8 and again, modified Maestro front suspension. McGovern’s concept was stretched to create an altogether longer car with classic proportions.

The third option was the work of ADC in Luton and was an innovative approach, smaller than the other two and using a mid-mounted transverse engine right behind the seats. To create a running prototype, ADC had simply taken a Rover Metro front subframe with its K-Series engine, turned it round and stuck it in the rear. A modified Metro floorpan formed the basis of the centre section with a second Metro subframe minus running gear at the front. It might sound like something which was done purely to create a running prototype mule but in reality it proved to be surprisingly close to the production reality.

All impressed for different reasons during management assessment exercises but the one which created the most enthusiasm from drivers was ADC’s mid-engined concept and that was what became the MGF after the Maestro platform was felt to be obsolete and the V8 car out of step with European tastes.

Along the way it gained a variant of the then-new K-Series powerplant stretched to 1.8 litres, together with a clever variable valve timing system marketed as VVC and also impressed BMW’s test drivers at the Nürburgring sufficiently to avoid the expected execution during the Bavarian takeover of Rover.

Completed on a tiny budget by global automotive industry terms, the MGF proved far greater than the sum of its (mostly Metro) parts and was greeted with rave reviews at launch.

The car proved a strong seller but as the new century dawned and a disastrous NCAP crash test result saw Metro sales collapse, the Hydragas spheres proved too costly for maker Dunlop to produce solely for a niche sports car.

The solution was one of the few major product engineering exercises carried out under the Phoenixowned Rover, the F’s bodyshell being thoroughly engineered to accommodate conventional steel coil springs and Peter Stevens called in to provide a restyle. And a remarkably effective one it was too, giving the car now called MG TF a much more aggressive face.

Opinions were mixed at the time, many finding the TF’s hard ride rather uncompromising after the easy-going F, but fast forward to today when brand new Hydragas units are unavailable and the TF is the easier car to live with.

Yes, you can now get the Hydragas

spheres repressurised and there are also kits to convert the F to coil-overs, but the TF is ready to go straight out of the box and is pretty much future-proof.

What’s more, clean cars are currently around for as little as £1500 or even less if you fancy an easy project. And there’s more: the world may rave about the MX-5’s handling but I rate the MG far higher, with better balance, more predictable manners and ultimately more grip. Oh and the TF doesn’t suffer from the galloping corrosion you’ll find on an MX-5 of the same age.

TVR CHIMAERA

If the MG waves the value flag, the TVR isn’t far behind. Yes, a nice Chimaera may set you back ten times the purchase price of a TF, but its performance and general shoutiness is in a totally different league.

Like the MG though and indeed so many of the cars here, the Chimaera was developed in typically British fashion on a limited budget by a tiny player in industry terms and yet the end result could take the game to Ferrari, Porsche and the others with credibility using an old pushrod Rover V8.

Launched in 1992, the Chimaera was the sister car in the range to the Griffith and was positioned as a slightly softer, more touring-orientated car sharing essentially the same underpinnings which meant a lightweight fibreglass body on TVR’s traditional tubular chassis. There’s nothing soft about the

Above: Chimaera offers thundering performance - literally!

sound of it though, even in the entrylevel ‘400’ trim. The Chimaera was also offered in 4.0, 4.3, 4.5 and 5.0 litres, ranging from 240bhp to 340bhp and all of them blisteringly quick.

Perhaps surprisingly given its makeup, the TVR drives very much like a modern car, with easy clutch and gearshift and well weighted steering which makes it easy to drive smoothly straight out of the box.

This though can be something of a trap for the unwary, since a big V8, a 1060kg kerb weight and a complete absence of electronic traction aids can land you in trouble if you don’t exercise caution the first time you pin the throttle to the floor.

If it’s a dry road though, the Chimaera just grips and goes, leaving a V8 bellow behind it and the relentless shove not letting up until the far side of 150mph. The chassis and suspension are properly sorted and the whole car feels wonderfully rigid and well balanced, its planted feel giving you confidence to push it that little bit harder. Previous experience with these cars has taught us that at extremes they’re nicely controllable too, which is why they’re such a track day favourite.

What is almost more surprising is that when not thundering towards the horizon with your hair on fire, the Chimaera is also a very civilised companion for long distances. The ride is unexpectedly compliant and without the need to rev it hard to make progress, the torquey V8 makes for relaxed cross-country progress. There’s a powerful heater and you sit low enough to keep out of the draught, with the

leather-lined buckets providing plenty of support.

Let’s not forget that TVR owner Ben Coombs (pub2pubexpedition.com) drove a Chimaera 27,000 miles from the Arctic to the tip of South America, which is pretty much conclusive proof that it’s a good long-distance car.

Values? As little as £16,000 will get you into a serviceable car, with the better examples running up to £25,000 which is an awful lot of performance for the money. Remember, the Blackpool bomber won more than a few magazine group tests against the contemporary Porsche 911. Just watch that chassis for rust, but otherwise these cars are easier to work on than the MGTF.

LOTUS ELISE

It’s a cliche in car writing that any mention of Lotus must be accompanied by founder Colin Chapman’s famous mantra “For speed add lightness,” but in the case of the Elise it’s justified for the car is the perfect illustration of the principle in action.

Ironically, it was developed after Chapman’s passing and it was his own ill-fated drive upmarket to compete with the likes of Porsche that had caused financial chaos for the firm he founded and was why in 1993 Lotus ended up in the hands of Italian entrepreneur Romano Artioli.

Like his Bugatti operation, Artioli’s aim was to revitalise Lotus and one way of doing this was to return to the firm’s core values with a small, lightweight sports car. The brief was to create a modern-day Seven which could showcase the engineering talents of the group and following an initial collaboration with Rover the result was an innovative structure which dispensed with the idea of the backbone chassis which can be difficult to engineer for crash protection, in favour of a ‘spaceframe’ approach with the chassis running around the cockpit. Constructing this from extruded aluminium sections ensured light weight and a new bonding system was developed and tested which was eventually patented by Lotus, with riveted fasteners also being used to hold it together during the glueing process and as a safety net during a crash.

Using a mid-engined layout meant

Above: Back-to-basics Elise delights with its engineering excellence.

Above: XK8 combines towering performance with everyday reliability.

that the car could be engineered around an off-the-shelf engine and gearbox package from a volume maker and the eventual choice was Rover’s K-Series as also found in the MGF.

Suspension was by double wishbones all round, with the same balljoint being used on all four corners to keep costs down and in true Lotus fashion it managed to be both grippy and comfortable using just 100 mm of wheel travel in total.

Styling was an in-house job by Julian Thompson with the body made from fibreglass but its appearance owing virtually nothing to previous models –something Thompson admitted at the time to be a direct result of Lotus’s, ahem, uneven styling history.

Inside, the car followed the path familiar to many low-volume makers of taking parts from mainstream brands.

Switchgear was sourced from Vauxhall (column and stalks), Peugeot (dash switches) and Metro door mirrors. It really didn’t matter though since these parts all looked at home inside the car and its bespoke Stack dashboard gave a touch of race glamour.

Elsewhere… well, there really wasn’t a lot else in there. The floor was boldly left bare, the trimming was limited to simple padding in crucial areas and the simplelooking seats were a work of art: they look uninviting but are in fact superbly comfortable. Much of the chassis structure was left deliberately on show and became a major selling point for a car which sold partly on its technology. The end result was, as you might expect, similar to a combination of original Elan and a modern-day Seven.

On the road, there’s nothing quite like the Elise which is one of those landmark designs which is perfectly judged in standard form. Indeed even in base 115bhp form, it’s more fun than most blue-chip exotics and faster than a few to boot.

In later life the Elise would gain ever more powerful developments of the Rover engine rated at 135bhp, 160bhp and 190bhp, before it was replaced in 2000 by a second generation car.

With a crisp restyle incorporating better luggage storage and an improved roof, the Mk2 used a Toyota-sourced powerplant from 2004 when Rover’s demise was on the horizon rated at 134bhp in entry-level form, 189bhp in R spec and running right up to a searingly fast 189bhp supercharged Elise-SC.

In April 2010 with Lotus once more in chaos, a heavily facelifted second-

generation model was announced taking the place of the proposed third generation, which would remain in production until 2021. As yet, no successor has been announced.

Purists are split on the question of which Elise is the one to go for, with many finding the original the purest evocation of the minimalist design but values are broadly similar for all, with buyers valuing the cars on originality and condition. Budget on £15,000 as an entry ticket with plenty of tidy cars at the £20,000 mark, although they are around for less if you’re happy to take on a project.

JAGUAR XKR

Offering the pace of the Chimaera and an admittedly muted version of its V8 soundtrack, the Jaguar XKR adds supreme refinement to the mix and is also one of the easiest of these cars to live with on an everyday basis.

You’ll hear many conflicting opinions on the Ford era at Jaguar but the XK8 and its supercharged XKR derivative are perhaps the best illustrations of the combination of Ford’s financial muscle and Jaguar’s engineering talent at its absolute best.

Unveiled in 1996 on the 35th anniversary of the E-Type launch, the XK8 wasn’t the ‘F Type’ which had been furiously scooped by the car magazines for the last few years, but an all-new design instead.

Legend has it that when Ford management arrived following the takeover of Jaguar, they took one look at the overweight, over-complex four-wheel drive turbo concept which was in the works and immediately canned it, preferring to spend the funds

on updating the woefully antiquated Browns Lane production facilities.

Instead a neatly facelifted XJ-S would hold the fort until a new car could be worked up.

For once in the British car industry, time may have been tight but money wasn’t, with Ford financing the development of the all-new AJ-V8 engine, which incredibly was only the third all-new powerplant in Jaguar’s rather long history.

With a neat style by Geoff Lawson incorporating suitably retro curves and more than a few nods to the E-Type, the XK8 used elements of the XJS floorpan and borrowed much of the suspension from the contemporary XJ saloon but was otherwise a very modern creation.

At launch, the range encompassed the plain XK8 at 290bhp, with the supercharged XKR arriving in 1998. In 2002, for the 2003 model year the V8 was stroked to 4.2 litres, in which form it was good for 300bhp in the XK8 and a mighty 400bhp in the XKR.

The original ‘X100’ generation would be produced until 2005 when an all-new aluminium-bodied model arrived under the code name X150. The bodyshell may have been all new, but the V8 was retained, rated at 300bhp as the XK and 420bhp as XKR. A facelifted model arrived in 2009, packing 385bhp in XK form and a massive, impressive, 510bhp as XKR – uprated to 550bhp for the XKR-S in 2011.

Production of the XK ended in 2014 with the F-Type effectively replacing it in the range as Jaguar’s sports car offering and today it’s the X100 generation which offers the value: budget on just £7000 for 4.2-litre XKR and yes, you may have a few warning lights to

Above: MG RV8 is a softer alternative to the TVR.

deal with but parts supply for these cars is tremendous and there’s a huge enthusiast and club following.

MG RV8

The RV8 was developed by Rover Special Products on what by car industry standards is a tiny budget of just £5 million, something which was made possible in part by British Motor Heritage’s efforts in getting the MGB bodyshell back into production.

The research that would eventually produce the MGF had shown a niche in the market for a traditional rear-drive sports car in the TVR style and, with this in mind it was a mildly modified version of BMH’s then recently-reintroduced MGB roadster shell which was taken as the starting point.

Perhaps surprisingly, it was the style of the late-model MGB which provided the inspiration, with the reshaped front end intended as a stylised version of the rubber bumper. Flared wheelarches were provided by Abbey Panels to permit the use of 15-inch wheels and 205-section tyres, while the bonnet was given a bulge to clear the plenum of the injected Rover V8 engine. A modified front crossmember and torque reaction arms to locate the rear axle improved the suspension, which also gained telescopic Koni dampers in place of the MGB’s lever arms.

That tiny development budget didn’t stretch to a new independent set-up but although it wasn’t as sophisticated as the race-bred chassis on rival TVRs it provided predictable, more progressive handling than the B.

The original MGB V8 had offered only 137bhp, but by the 1990s the ex-Buick engine had grown to 3.9-litres and a useful 190bhp. Unlike the original V8, which used restrictive ‘block hugger’

manifolding to fit the pipework inside the engine bay, the RV8 employed the more radical solution of allowing the exhaust to pass through the inner wing, allowing fatter pipework for a less restrictive gas flow.

The RV8 was unveiled at the British Motor Show in 1992 and production began in March 1993, with the car lasting until November 1995. In a curious twist of fate, the car was massively popular in Japan, to where some 80 per cent of production was exported, although the cost of keeping an older car on the road over there means many have since returned home.

Today the RV8 offers an appealing blend of old and modern and despite being a 190bhp two-seater V8 roadster is actually a very practical proposition and less intimidating than a TVR. Good ones hold their value well, the parts supply is (with a few exceptions) excellent and with electric windows, fuel injection and improved roof they’re

almost an all-year-round proposition.

Curiously, a GT version was never offered. The investment to develop it was felt too great for the tiny sales projected, which is perhaps a shame.

MINI COOPER S JCW

The history of the modern MINI is probably well-trodden ground to anyone reading a car magazine today, but for those who have blocked out the whole sorry saga of BMW’s Rover adventure, the basics are that when the Bavarian firm wanted to extricate itself from the business of volume car making in the UK, it sold off the Rover Cars operation to the Phoenix Four, offloaded Land Rover to Ford but kept hold of the one brand it reckoned had any potential: Mini, of course.

At launch, the MINI was offered in just two models, neither exactly offering blistering pace: the 90bhp One and the 115bhp Cooper, essentially the same engines with different software maps.

Rumours of a hotter version were circulating from day one though and it was no surprise that in 2002 the wraps came off the Cooper S. Unusually for BMW, the engine was supercharged using an Eaton M45 unit for a headline figure of 163bhp. The distinctive whine of the belt-driven blower recalled the drop gear noise of hotted-up classic Minis and more than the headline power output was the 50 lb.ft uplift in torque to a maximum 155lb.ft.

In the 1140kg MINI, that translated to rapid cross-country capability, with the 0-60 sprint in 7.2 seconds and a 135mph top end. In practice though, the car was quicker than those two statistics suggest, with the lag-free nature of

Above: Caterham is ideal for bikers seeking a safer thrill.

Above: JCW upgrades turn the MINI into a genuine pocket rocket.

the supercharger and a flat torque curve meaning mid-range pull was devastatingly effective. With a standardfit six-speed box and stiffened, lowered suspension there was little that could touch the Cooper S on a challenging road this side of real exotica.

Until, that is the John Cooper Works tuning kit was launched the following year. The marketing hype would have you believe it was a development by the same John Cooper which had lent his name to the classic go-faster Mini but of course the reality was that the package had been developed in-house by MINI with the Cooper family’s involvement limited largely to banking the royalties.

Central to the JCW kit was a smaller supercharger drive pulley, which simple physics tells us made the unit spin faster and thus produce more boost. This was paired with a ported and polished cylinder head, an uprated exhaust and a revised engine management ECU, the result being a more than handy 200bhp.

Initially the kits were installed by your MINI dealer after the car was registered, meaning that buyers enjoyed the full new car warranty and the JCW was a real giant killer. Taking the already brisk Cooper S and dialling it up to 11 created a car which few could match, its appeal in the market was pretty much unique.

In 2004 for the 2005 model year, the standard Cooper S was uprated to 170bhp and 162lb.ft and at the same time the JCW kit – which could now be ordered on a new car – gained revised injectors and intake for a further uplift to 210bhp.

CATERHAM

It’s almost impossible to count the number of Lotus Seven replica makers, but the daddy of them all – and the only one officially sanctioned by Lotus – is Caterham which bought the design from Colin Chapman in 1973 when he decided to scale up his car-making ambitions a touch.

Initially the Lotus/Ford twin cam was used, with the regular Kent engine added as an entry-level model in 19893 and later uprated to 135bhp in the 1700 Supersprint engine.

Vauxhall engines were used in the ’90s, eventually replaced by the Rover K-Series in 14, 1.6 and 1.8 versions including the VVC option and a 190bhp derivative for the Superlight R.

You can still buy a Caterham brand new today and in fact following the collapse of competitor Westfield it’s the only option for a fully-built brand new

Above: Civic Type R was built in Swindon.

Seven. Budget on £12,000 as the entry ticket to an everyday Ford Kent-engined car, rising to £20,000-plus for the more powerful variants.

The closest thing to an open-wheeled racer for the road, the Seven is an ideal step up for the committed track day addict and a safety-conscious sideways move for bikers tired of the twowheeled jeopardy.

HONDA CIVIC TYPE R (SWINDON)

EP3 AND FN2 /FK2 / FK8

Wait, this is supposed to be a round-up of British sports cars, right? Well yes it is and the iconic Type R incarnation of the Civic is as British as any modernday Bentley... which is to admit that the technology may have travelled half way round the world from Japan but the car was put together right here in the UK. In the South Marston area of Swindon to be exact.

When Honda unveiled its S2000 in 1999, it caught the imagination for many reasons but the main one was its fabled F20C powerplant, an engine which provided a heady 240bhp using just 1997cc capacity, four cylinders... and a 9000rpm redline.

Key to the recipe was Honda’s innovative VTEC variable valve timing trickery which effectively creates two engines in one and the S2000 was perhaps the ultimate roadgoing application of the technology.

Until, that is, the idea was applied to the humble Civic in 2001 to create the Civic Type R. By then the Europeanmarket Civic was made exclusively

in Swindon and the Type R was even exported back to the Japanese market. Under the front, the K20 engine taxed the front tyres to the tune of 200bhp achieved at a heady 7600rpm, and if you could find enough grip the loony hatchback would scrabble to 60mph in just 6.5 seconds.

In 2007, the Civic was updated into the spaceship-styled FN2 generation, retaining a similar 200bhp drivetrain and still assembled in Swindon, with the FK2 generation arriving in 2015 and only just replaced. It was this which broke with Honda tradition in using forced induction, the Americanmade turbocharged direct-injection four-cylinder 2-litre boasting a massive 306bhp. With the standard-fit LSD, the car is good for 0-62mph in just 5.7 seconds but following Honda’s withdrawal from UK manufacturing, it’s destined to be the last British Type R.

If you want a Civic Type R, the entry ticket is around £4500 for presentable EP3 examples, around £7500 for the FN2 generation and £20,000 for the turbo cars. Whichever one you go for though, be assured that the vibrant Japanese car scene will ensure it rises in value.

MORGAN PLUS EIGHT

It may look like a prewar restoration on its way to a steam rally, but the Rover V8-engined Morgan Plus Eight was for several years Britain’s fastestaccelerating production car.

The combination of V8 power and the evergreen Morgan only came about by chance when the Malvern firm was

approached by Rover representatives keen to explore the idea of a takeover. Naturally this was firmly (but one imagines very politely) rebuffed, but a deal was struck for Morgan to use the newly-acquired ex-Buick engine.

With mock-ups made using Buick blocks shipped over from the US since Rover was still productionising its version of the engine, the Plus Eight was unveiled in 1968 and has been with us more or less ever since.

Was it wise to drop a V8 into a chassis and body which had been little changed since the 1930s? More so than you might think. Sample a Plus Eight today and the driving experience isn’t what you might expect: sure, from your low-slung driving position you can see the tips of the front wings moving independently over broken road surfaces but the chassis is commendably rigid and the car remarkably capable.

It’s also pretty lightweight at 975kg, meaning that when you put your foot into it, the Rover motor hurls it down the road with a ferocity you wouldn’t expect from its traditional appearance. Even the early 143 bhp cars are brisk, with the later 190 bhp 3.9-litre cars seriously fast and the 4.6-litre, 220 bhp models from 1996 very much on a par with the TVR: 60mph comes up in just six seconds and even with the aerodynamics of a thatched cottage the Plus Eight doesn’t stop accelerating until the laws of physics intervene at exactly 128mph and no sooner.

Owning a Plus Eight is surprisingly

painless, too. Like TVR the Malvern firm used minor componentry from various volume makers, usually Rover Group in all its various incarnations. Unlike TVR though, the firm is still in business and for a suitable fee will be able to supply any of the parts you need. Well let’s be honest they simply make them. By hand.

As for the running gear, the Rover V8 is familiar to anyone who has worked on Land Rovers and is in any case pretty bulletproof when cared for.

Values? The Morgan is one of the more costly candidates here, nice examples starting at £25,000 and rising to £40,000 although that’s a whole lot

more affordable than the aluminiumchassised BMW-engined models produced from 2012.

NOBLE

Of all the makers we’ve included, Noble is perhaps the best illustration of the UK’s low-volume car industry at the top of its game. The brainchild of Lee Noble, the company was established in 1999 and Noble was the boss, chief engineer and general brains behind the outfit, producing its first car the same year.

This was the mid-engined M10, powered by a 2.5-litre Ford engine which was superseded almost as soon as it was born by the M12, using a much more credible twin-turbocharged version of the 2.5-litre Ford Duratec V6. The entry level model was rated at a rather handy 310bhp, with the GTO-3 and GTO-3R at a more powerful 352bhp.

In 1008 Lee Noble would leave the company he founded, with various successors to the M12 destined never to make full production until the M600 was launched in 2010, using a slightly lunatic twin-turbocharged version of the 4.4-litre Yamaha-developed V8 found in the rare range-topping Volvo S80. Headline power output is a hefty 650bhp which in a steel and aluminium chassis carrying a fibreglass body is as lively as you’d expect: 0-60mph takes just three seconds.

The Noble isn’t exactly XKR and MGTF money though: The M12 is the more common model and commands £30,000 or more, while the few M600s which pop up at auction will make well over the £100,000 mark.

Above: Noble shows the British specialist car industry at its best.

Above: Despite its throwback looks the Plus Eight is a credible sports car.

BUSINESS CLASS

In today's new car market even a Kia Picanto costs more than £10,000, if you want luxury for that budget the used market is your friend. Here are six of our ten-grand luxury picks.

WORDS: JAMES BOWERS

JAGUAR XJ (X351)

Jaguar XJ versus Kia Picanto is a twin test that even the most loony road tester would deem utterly one-sided, and yet, you can score either for the same price. Right now, an early X351 can be had for £10,000 or less, which seems bizarre considering that it’s a car deemed to be of prime ministerial quality. Even in 3.0 litre diesel V6 spec (which is what this budget will afford you) the XJ is as well-equipped as its London Downing Street presence would suggest.

In this price range, a lot of the examples that you’ll come across will be Portfolio trim vehicles with at least 100,000 miles on the clock, though you can also find Premium cars with a slightly less concerning 80,000-mile history too. Either way, they’re likely to be showing minor signs of natural wear and tear by now. However, if you can look beyond that, Ian Callum’s design still holds up remarkably well today, more than a decade since the X351 was unveiled.

Besides, you’ll soon forget about any scruffy outer edges once you sink into the XJ’s plush leather interior, accented nicely by tasteful doses of aluminium sculpting. Audio stems from a 1200-watt Bowers & Wilkins sound system, but the XJ’s real party trick is its digital display. Thanks to some clever tricks of the electronics trade, the car’s bi-directional touchscreen can show two different pictures at once, depending upon which side of the car you’re sitting in. So, if your passenger wants to watch a DVD while riding beside you, distractions are kept to a minimum as only their eyes will be caught by the flickering change of each frame.

The XJ makes good use of the outside environment too, thanks to its panoramic glass roof. This can be partially raised and withdrawn like a conventional sunroof, but also comes with an electronic blind should you wish to block out the sun entirely instead. What’s more, the tinted passenger windows are complemented

by an electronic sun shield for the rear windscreen – perfect for when the outside elements (or onrushing paparazzi) are proving too invasive. Dynamically, the XJ is a joy. Its lightweight aluminium body gives it more agility than many of its contemporary rivals, while the steering is also nice and precise. Grip levels are good and there’s an impressive lack of body roll too. As for that diesel V6, it’ll provide a fuel economy of 40mpg and a 0-60 time of just 6.4 seconds, though perhaps not in the same instance. There’s no dreary rumbling to be heard from the power unit either, thanks to superb noise cancellation inside the cabin. The trade-off, however, is the ride. It isn’t quite as smooth as some alternatives, but let’s be honest, it’s still an ultra-comfy luxobarge at heart.

LEXUS LS430

After the industry-wide shockwaves created by the Lexus LS400, it was always going to be difficult for an eventual successor to live up to such perilously high expectations. And so it proved. When the LS430 did finally arrive at the turn of the century, it failed to earn the same level of adulation – not because it was a bad car, but because it didn’t push the game forward in the same way that the original had. The LS430’s capabilities

raised nobody’s eyebrows, this was merely the level of competence and quality that had become expected of the Lexus brand. As such, whereas many people still remember the ground-breaking LS400 with great fondness, it feels as though the LS430 has mostly been lost to time; a footnote in the history books, rather than the main feature.

In isolation though, there’s still plenty to like about it. Equipped with a larger 4.3 litre V8 (hence the name), the LS430 delivers a brisk turn of pace in a tremendously smooth manner. Plus, compared to contemporary rivals, its touchscreen infotainment system was one of the most user-friendly solutions around. It doesn’t skimp on comfort either, with cushiony leather seats cradling its occupants and a suspension set-up perhaps best described as silky. When driven, the purpose bestowed upon the LS430 becomes increasingly apparent. While it can eat up long distances with ease, its soft set-up creates a bit of body roll through harsh bends if taken at speed. As such, it can’t be considered a driver’s car like the Jaguar. Instead, it casts excitement aside in favour of a more tranquil approach to transportation.

That mindset translates into how the car looks too. The LS400 could never be described as a striking thing

Above: The final XJ was largely based on the 'X350' model of 2002.

to look at, and the same is true of the LS430. Its basic shape is a surprisingly aerodynamic one, but one which also incorporates some rather derivative styling. The rear end bares a noticeable resemblance to the Mercedes-Benz S-Class of the period, while up front, the LS430’s somewhat gawky face manages to be both bland and borderline unattractive at the same time. Plus, although the car does come with big 18-inch alloys, they do little to add any sort of aggression to the car’s stance. That, however, seems to be the entire point.

Of all the luxury saloons that you could buy, the LS430 is one of the more modest options out there. Under the skin, it’s packed with the sort of power train and spec sheet that you’d want from a car like this but provides

it all in a package which blends seamlessly into the urban background. This is luxury without any of the fuss or flaunting, and the price tag attached to these cars nowadays is equally as understated. Despite costing £54,000 when new, higher mileage examples can now be had for less than 10% of that figure. However, if you’ve got our full £10,000 budget to play with, that level of expenditure will land you a near-mint 2004/05 model – the best of the bunch. That said, given the small number of examples currently floating around online marketplaces, you may find it easier to pay for such a car than actually find one.

BMW 7-SERIES (F01)

It’s no question that current BMW design trends have got the

automotive world up in arms. From Twitter threads to magazine columns, everywhere you look there’s somebody bemoaning the rise of the ‘big grille Beemers’. However, this isn’t the Bavarian marque’s first rodeo with controversial styling cues. Back in the early 2000s, BMW was again being criticised for some awkward looking designs, though in the face of cars like today’s X7 SUV, they seem rather tame indeed. The man overseeing operations back then was Chris Bangle, an American designer who had earned critical acclaim for his work on the daring and angular Fiat Coupe of 1993. Unfortunately though, many consumers and journalists felt that his efforts while at BMW were a little too experimental for their own good. One such car was the E65 generation

Above: The American influence is evident in the LS430's plush ride

7-Series, a vehicle which took a sharp turn away from the tried and tested lines of its predecessors. Developed in partnership with Adrian van Hooydonk, the E65 was seen by many at the time as one of BMW’s worst visual offenders. In fact, the car’s prefacelift rear-end became so notorious that it earned its own derogatory nickname – the ‘Bangle Butt’. Today, BMW appears defiant and proud of its brutalist sculpting, but back in the Bangle era, it was apparent that similar public murmurings had taken a more negative hold at board level. As such, when the time came for a new 7-Series to arrive, the keys to the design were handed over to Karim Habib. What Habib came up with was certainly a lot safer than the outgoing E65, but was all the more conventionally handsome as a result. A more traditional tailgate came as one of the biggest remedies, while the car’s sleeker face gave it a more dynamic stance compared to the slablike car of old.

Under the skin, the F01 generation 7-Series is as equally impressive as

it is on the outside. As a testament of its quality, the platform was deemed good enough by Rolls-Royce to use on its first-gen Ghost, and in fact up to 20% of the total parts used in either car are completely transferable. The F01 was offered with a gluttony of onboard equipment too, ranging from cabin comforts like massage rear seats, to complex driver aids such as radar-assisted cruise control. On top of that, you could also benefit from features like pedestrian recognition, blind spot monitoring, and a thermographic night vision display. As a driving experience, the BMW sits somewhere between the Jag and the Lexus mentioned previously. It’s not the most dynamic of vehicles, but is certainly capable of being hustled around at speed. Prices start at around £6500, but for that money you’ll be getting a long-legged car or one with a slightly colourful history. £8000-£10,000 is where you’ll start to find some more sensible examples, and for that money you could be looking at either the 3.0 litre diesel straight-six, or the much rarer

4.4 litre petrol V8.

AUDI A8

Of course, BMW has never had the German executive saloon market all to itself. The Mercedes-Benz S-Class, for example, has long been considered the benchmark of the genre. However, the third of the big three Deutsche marques also has an enticing personal limo in its range that you can now steal for just a fraction of its original retail price. First introduced twenty years ago, the second generation of Audi A8 had a seven-year lifespan which involved a major facelift at around the midpoint of the noughties. For £10,000, both the older models and big-grilled facelifts will be available to you, with prices for the earlier cars starting as low as £2500. For the most part though, that tier of vehicle is something that you’ll want to steer clear of. Instead, respectable facelifted cars with high miles start at £4000, but to avoid as many maintenance bills as possible, we’d recommend spending at least £7500-£9000 on an example with less than 90,000 miles.

Above: The F01 represented a return to a traditional style following its adventurous forebear.

To the average passer-by, the A8 is unlikely to seem more attentionworthy than any other saloon bearing the four rings on its boot lid, however underneath that bulky yet unassuming body there’s plenty of premium kit. The engine range, for instance, even includes a W12 option – made famous by Jason Statham in Transporter 2 & 3. Before you get too excited though, it’s only really the V6 and V8 variants that fall within our ten-grand budget, so you’ll have to quash your dreams of being a shaved-scalp action hero for now. On the plus side, you do at least get to choose between petrol and diesel variants of the smaller power units, whereas the twelve-cylinder car only comes in a petrol guise.

As for the tech packed within it, the A8 also boasts adaptive cruise

control like its BMW rival, as well as an onboard computer (MMI) which rivals the 7-Series’ iDrive system. Powerful bi-xenon headlights come as standard, and on the A8 these come with an adaptive range. As such, light will be dispersed in line with your trajectory of travel, effectively helping you to peer around bends in the dark. There’s air suspension at all four corners of the car too, and thanks to continuous damping control, the Audi will adjust itself on the fly to give you the smoothest ride possible. Dynamically, the A8 is one of the better performers within this uber-luxury segment of cars. When referencing kerb weight amongst vehicles of this sort, lightness is always relative, of course. However, with on average around 150kg less weight onboard than an F01 7-Series

(depending on spec), and comparable power outputs from their V6 engines, the Audi can often feel a bit more agile. That said, where V8s are concerned, the more modern eight-cylinder power unit in the BMW will comfortably power it ahead of the equivalent Mk2 A8. Meanwhile, if you plan on spending more time as a passenger in this car than actually driving it, you’ll be glad to hear that rear legroom is perfectly good, as is the headroom (although perhaps not quite as roomy as an S-Class). To complete the experience, audio is provided by a bespoke Bang & Olufsen sound system.

VOLKSWAGEN PHAETON

If you’re familiar with the Volkswagen Group, you’ll know that it’s no stranger to the idea of sharing chassis platforms

Above: The A8's aluminium construction rivals the Jaguar for weight saving,

between marques. Take the current Mk8 Golf for example – you’ll find the core skeleton of that car packaged in various other guises, whether it be in the shape of an executive Audi A3, sporty Cupra Leon, or budget-friendly Skoda Octavia saloon. However, it’s not just mass-market models which are derived from the same gene pool. In fact, the Audi A8 which we just spoke about shares its DNA with some other prestigious cars too. The firstgen Porsche Panamera is one, as is the Bentley Continental and Flying Spur (though, more on that later), and of course… the Volkswagen Phaeton.

Right from the offset, it seemed blindingly obvious to everyone that a Volkswagen-badged mega-saloon was never likely to succeed in showrooms; obvious to everyone that is, apart from Volkswagen itself. Inevitably, the Phaeton never really managed to compete in a marketplace crowded by plenty of far more opulent brands,

and therefore there was a point where it became one of Europe’s biggest automotive loss-makers. Perplexingly, the Phaeton managed to withstand its poor sales figures and lived on across five distinct iterations between 2002-2016. As a used car though, the Phaeton seems like a much more enticing prospect than when it was brand new.

If you’re able to put your badge snobbery aside, the value for money that this car represents is tremendous. Prices start at £3500, but even at the £4500 mark, it’s possible to find mid2000s examples that have covered 90,000 miles. Increase the budget to our full £10,000 total, and you’ll open the door to a selection of facelifted 2011-2013 cars, typically with around 80,000 miles on the odometer or sometimes even less. For the most part, this will cover vehicles with the 3.0 litre V6 TDI engine rather than the monstrous W12 that it also shared

with the Audi. The V6 is still perfectly capable though, outputting around 240bhp. Ultimately, it’s not as if the Phaeton is some sort of underequipped poser. A lot of the tech found in the Audi, whether it be the adaptive cruise control or the auto-levelling suspension, can also be found in the Volkswagen. That said, the two cars do differ a little in their approach. Whereas the A8 can tentatively be described as ‘sporting’, the Phaeton is tuned to favour comfort over dynamism. The interior design can also perhaps be labelled as a bit of a step down compared to the Audi. Still furnished with plenty of leather (and wood), the Phaeton’s cabin does feel luxurious, but isn’t quite as suave as the A8’s.

Overall, the Phaeton makes for a really tempting prospect now that it’s firmly entrenched within the used market. It’s a highly capable vehicle and would be a great option for those

Above: The Phaeton is largely a Bentley in disguise.

of you who prefer that more incognito form of luxury. Built to a similar design brief as the Lexus LS430, nobody will bat an eyelid at either car, however the Volkswagen’s silhouette is perhaps more pleasing on the eye – especially in the case of later models.

BENTLEY CONTINENTAL FLYING SPUR

From one end of the Volkswagen Group spectrum, to the other. As promised, it’s time to talk about the Bentley Continental Flying Spur, but admittedly, we’re having to bend our own rules slightly here. Yes, you can buy one for ten grand, but to be perfectly honest, you’d have to be bonkers to do so. At that price point, you’ll be looking at an eclectic array of ticking timebombs, ranging from super high-milers, to cars best described as ‘spares or repairs’ jobs. Instead, if you’re dead set on owning one of these personal limousines, you should look to pay around £15,000 as a bare minimum, so think of this entry on our list as a bit of wildcard. That extra five grand will open the door to examples which have travelled between 50,000-

90,000 miles, but even then, there’s an element of financial risk involved. Nevertheless, if you do decide to take a few Brave Pills and sign on the dotted line, you’ll be getting an awful lot of car for the money.

Once upon a time, the Mk1 Flying Spur demanded retail prices upwards of £133,000, and as such, if you’re able to nab one now it’ll give a real insight into how the other half live. Despite its soft, modern curves, it’s a car which still looks right at home on the imposing gravel driveway of any aristocratic manor house. And yet, you can now get your hands on one, even if there’s only some weedinfested tiles outside your front door. Upon first encounter, the gravitas of this vehicle will be immediately apparent. Its weighty doors, lathered in leather upholstery and wood, do well to set the tone. Then, as you sink into an interior plastered with enough hide to make vegetarians weep, the quality of everything around you will leave you in awe (save for a few common Volkswagen parts hidden about the place). After all, there’s a

reason why the Bentley nameplate has always stood a league above the rest. For ultimate luxury though, it’s the rear passengers which are treated to the best conditions. Strictly a four-seater rather than the regular compromised five, the two rear seats in the Bentley are given ample space for their occupants to recline in, complete with individual climate control options which are accessed via the veneer divider that sits between them. If optioned by the original owner, there’s even a telephone handset for conducting important business affairs while on the move.

When you do get out onto the open road, the Flying Spur’s cavernous 6.0 litre W12 will propel it to enormous speeds, even though it tips the scales at nearly 2.5 tonnes. However, as glorious as that mammoth engine may be, it’ll drain your pockets dry as quickly as it drains its fuel tank, which brings us back to the problem with this car. It’s one thing being able to buy it, but can you afford to maintain it, or simply run it? Unfortunately, there’s no such thing as a cheap Bentley.

Above: You could buy a Flying Spur for £10,000, but you probably shouldn't...

FUN BUT FRUGAL

Motoring pleasure doesn't have to cost the earth. Here are a few of our favourite frugal but fun bargains that won’t cripple your bank balance.

WORDS: PAUL WAGER, JAMES BOWERS

MG TF

“Some idiot told me an MGF will do 40 to the gallon,” laughed a colleague once. As I pointed out, I was that idiot and having run both MGF and TF as company projects, I stand by my assertion that they’re surprisingly economical. Indeed, despite having

been remapped to essentially the power of the old VVC engine, the old school method of brimming the tank and zeroing the trip suggested that it had indeed been taking me around 40 miles on 4.5 litres of unleaded.

The key to this is the car’s ridiculously light weight, which in turn is the result

of it being essentially made from old Metro bits. Most readers will already be clued-up on the car’s development history but to cut a long story short, Rover was sufficiently inspired by the launch of the MX-5 to relaunch itself into the sports car market, but had a tiny budget for the job.

Three proposals were submitted, the V8 roadster being dismissed out of hand, a neat front-driver being discarded owing to the obsolescence of its Maestro platform but the midengine car created by using two Metro subframes was judged to be a driver’s favourite. Using one Metro subframe without an engine up front and one with an engine but without steering behind the driver, the car promised to be affordable to develop and the then-new alloy K-Series engine helped further save weight.

With Hydragas suspension and the K-Series enlarged to 1.8 litres, the MGF was a hit and appealed to those who liked its saloon-like driving position and comfortable ride.

Come 2002 however, the Metro’s poor showing in the NCAP tests had consigned it to history and the Hydragas system was uneconomical to manufacture for a single low-volume

COST CUTTING CARS

sports car. Thus F became TF, with a neat restyle courtesy of Peter Stevens and a bodyshell re-engineered to accept a conventional design of steel coil suspension.

It was in this form that the TF was produced until the collapse of Rover and later using kits re-imported from the new Chinese owners, with production finally fading away in 2010.

TFs are currently cheap as chips to buy and don’t suffer from the rampant corrosion of similarly bargain bucket MX-5s, with consumable part prices outrageously cheap – think £8 for a wheel bearing.

They’re small cars and fit in a standard garage nicely, they’re easy to work on and the K-Series head gasket myths are largely urban rumour. Change the front-to-back water pipes for stainless replacements, fit new hoses and radiator and in time the car should start to gently rise in value as you improve it.

Budgets? Reckon on as little as £700 for a tatty but usable runner, with presentable examples from £2500 and £5000 buying a pristine example. Oh and we reckon a well-sorted one is better to drive than the lacklustre 1.6 Mazda MX-5.

OR MAYBE..?

DAIHATSU COPEN

It’s quite ironic, isn’t it? The reason behind the existence of the Daihatsu Copen, and every other kei car alike, stems from a set of dreary Japanese regulations about tax and engine size – hardly the most riveting of topics, and yet, from these rules there have spawned countless vehicles packed full of charm and charisma. From a driver’s perspective, the recipe sounds hilarious. What you get is a 660cc engine (or smaller) in a tiny package no bigger than 3.4 metres long and 1.5 metres wide, effectively resulting in what could be deemed as a road-legal go-kart. Sometimes even the names of these cars are fun. I mean, how can you not smirk at vehicles such as the ‘Suzuki Mighty Boy’ and ‘Honda Life Dunk’?

Of course, most kei cars are nothing more than little boxy things, designed to ferry people around the crowded streets of Tokyo. But occasionally, some real gems emerge. The Autozam AZ-1 is a great example of this, with its miniature supercar styling and gullwing doors. Likewise, the Honda Beat and Suzuki Cappucino roadsters are bound to put a smile on any car lover’s face. For British buyers though, we would recommend the first-generation Daihatsu Copen above all the rest.

A two-seater convertible, the Copen’s styling evokes shades of Nissan Figaro blended with Audi TT. Its smiley grille and rounded headlights give it a joyful personality, which translates well into how it drives in urban settings. Able to dart around streets with an eager energy, the Copen will make any commute more entertaining. A tiny turbocharger and 8000rpm redline means that the 660cc motor provides plenty of theatre, often giving you the impression that you’re going a lot quicker than you actually are. As an experience then, it is undoubtedly fun, but the reason why this car stands above its peers goes deeper than that.

Unlike most ‘sporty’ kei cars, the Copen was actually advertised and sold in the UK. That means that it’s (relatively) easy to find one for sale online. Plus, there’s the added benefit of not having to deal with the excessive costs that you’ll encounter when importing a car from abroad. Even better, if that buzzy 660cc motor is a bit too raw and underpowered for your tastes, UK-spec cars are also available with a 1.3 litre alternative. If you intend on using your Copen for motorway journeys, that extra power and refinement is likely to be welcome. In fact, tax is marginally cheaper for the bigger-engined variants due to decreased emissions, and you’ll get better fuel economy too – 47 mpg instead of 45. Because of this though, 1.3 litre cars tend to demand a higher retail price than their kei-spec counterparts.

MINI COOPER S

Among fans of modern Minis, it’s generally reckoned that the firstgeneration cars are the driver’s favourite with their sharp handling and jouncy ride, but that the 2007-on R56 second generation is the better car even if it’s less engaging in its more regular form.

This is perhaps most obvious at the sporting end of the range, where the original Cooper S with its supercharged engine offered immediate go, accompanied by the signature supercharger whine which recalled the classic Cooper’s drop gears.

Its replacement in the R56 range was very different, using the ‘Prince’

engine co-developed with PSA which employed a turbocharger in Cooper S form. The engine itself is a very modern unit compared to the ironblocked ‘Tritec’ unit in the older car, while the 175bhp turbocharger installation is similarly up to date, without awkward lag, but just enough of a surge in power to liven up the driving experience.

Best of all is the fact that the electronic control of boost, ignition and fuelling needed to make a modern car work reliably and cleanly can also turn in decent fuel economy. The official combined figure is an astounding 48.7mpg and no, you won’t expect to get that but in reasonable daily use, over 40mpg is achievable.

Buying them is similarly affordable too, since BMW shifted huge numbers. Budget on £2000 for leggy but presentable examples, with nicer cars from £2500 and £3500 buying you a clean 80,000-mile example.

If the Cooper S still isn’t frugal enough for you, then don’t forget the Cooper SD, which married 2-litre BMW diesel power with the Cooper S styling.

Above: The Mk4 Golf introduced the performance diesel.

Above: Cooper SD can crack 65mpg.

COST CUTTING CARS

Its advantage is somewhat offset today by the extra cost of diesel but you can’t argue with an official combined figure of 65mpg. The torquey BMW oil-burner makes a credible account of itself too, cracking the 62mph dash in 8.1 seconds.

VW GOLF GT TDI

The Golf has always had a diesel in the range, but it’s fair to say that the nonturbo 1500 in the Mk1 was a niche option, as indeed was the 1600 version of the same unit in the Mk2. I well remember brand new press cars of the era when the vibration at idle would make the dash-mounted cassette player warble.

A turbodiesel was offered from the Mk2 onwards and in Europe it was even possible to buy a GTD with GTIstyle trim, but it was with the Mk4 that UK buyers first saw a proper performance diesel Golf, thanks to the well-regarded Pumpe-Düse engines.

First up was the GT TDI, looking much like the GTI but running the 130bhp engine, while the GTI TDI (with an all-important red ‘i’ on the

OR MAYBE..?

FIAT PANDA CROSS 4X4

Country lane cruising and urban agility courses aren’t for everyone though. If you’re somebody who would rather get your kicks from tackling a difficult dirt track, then fear not because we’ve got you covered as well. Forget your big, hefty Range Rovers and Mercedes-Benz G-Wagens, if you want a capable off-roader then all you need is one of these little Fiats. Sure, it might not have the same presence or street cred as larger modern SUVs, but this little mountain goat of a car has built up a reputation as one of the most dependable all-terrain vehicles you can buy. There’s a reason why farms and vineyards in continental Europe are full them. Even from new, the Panda was an affordable car, despite coming with some pretty serious off-roading tech that makes it well adept at wading across muddy fields or climbing up snowy Alpine passes. What’s more, its pintsize proportions mean that it’s very nimble, and can squeeze through routes which other cars of its class simply wouldn’t dare. If you do end up clipping a wing mirror or denting a body panel though, replacement parts are unlikely to cost you much, whereas the same can’t be said for crossovers with more aspirational badges.

Naturally, there are limits to the regular Panda 4x4’s abilities though. With a 150mm ground clearance, it won’t be comfortable in the most extreme environments that you might wish to seek out, but luckily that’s where the ‘Cross’ variant comes in handy. Visibly, it immediately gives off a more rugged aura, thanks to its butch body cladding and extra 9mm of ride height. Mud and snow tyres are fitted as standard too, and there’s even a selectable traction control system, which intends to offer you all the torque you might need on demand. In default guise, the Panda Cross is actually only frontwheel drive, however power also gets sent to the rear if the car’s onboard computers realise that you’re losing traction. If that’s not sufficient for your off-roading desires though, you can always override the system instead via the use of ‘off-road mode’, which gives you a full 4x4 package all the time so long as you don’t exceed 30mph. An electronic locking differential and something called ‘Hill Descent Control’ completes what is generally quite an impressive set of elements for the price that you would pay.

The powertrain is where the cost-cutting becomes a little more evident. The two most common options that you’ll find are a 0.9 litre two-cylinder petrol engine (which is the one that we’d recommend), or a 1.3 litre diesel that’s naturally a bit more torquey, but much less refined and quite noisy.

On the inside, Fiat have ensured that the design is as characterful as it is on the outside, thanks to a heavy dose of ‘squircles’ and fun colour contrasts. The actual quality of the trim, however, is a mixed bag. Overall, while there are undoubtedly plenty of great aspects about the car, it does still have an air of bargain basement motoring about it. If you can look past that though, the Panda Cross is packed full of charm. Besides, with economy figures like 57.6mpg in its petrol form, and just £30 annual road tax, it’s hard to complain about the value for the money.

badge) was good for 150bhp and was a credible performance hatch.

Today you’ll pick up a presentable example of the GT for as little as £1500 and a really nice GTI TDI for £3000 – that is, if you can find one. Many have been either ground to dust thanks to their longevity or have been massively uprated, trailing clouds of soot. Just make sure somebody’s paid to have the timing belt done or bargain accordingly.

HONDA HYBRIDS

Even clued-up car buffs when asked to name the first commercially available hybrid car might plump or the Toyota Prius but in fact it was Honda which first offered a workable hybrid on the European market.

Crammed with tech, the Insight was a clean-sheet design and in many ways

more advanced than many of today’s hybrids which use batteries tacked on to an existing petrol design.

With a lean-burn engine featuring integrated starter-motor-generator sandwiched between engine and gearbox, the Insight used aluminium construction to achieve an Elise-like kerb weight of 835kg. Curiously, it was offered as both automatic and manual, unlike the exclusively automatic hybrids we have today and as a result is great fun to drive. There’s very much an acquired taste to them but with care you can see an easy 70mpg on a long run, only the lack of back seats spoiling the party.

The spaceship looks only add to the package and the entry ticket isn’t as steep as you might think: we bought one last year for just £1600 and only a runaway skip truck finished its time

with us.

Honda followed up the funky Insight with the equally fresh CRZ. One glance at its squared-off rear end, and the spiritual lineage between it and the 1980s CRX is clear to see. Back in its day, the CRX was a much-loved car, and perhaps is even more so now with the benefit of hindsight. Albeit far from rapid, it was adored for its sporting dynamics and impressive fuel economy; all of which was wrapped up in a relatively affordable package. When you look at those traits in isolation, it becomes increasingly obvious that a hybrid platform would’ve suited the car to no end. Thankfully, Honda themselves had the same brainwave, and so in 2010 the CRZ was born.

Proudly marketed as the first ‘sporty’ mass-market hybrid car, expectations were set ambitiously high. Chief chassis

Above: Honda's funky looking Insight (top right) can return over 70mpg, the CRZ above is closely related.

engineer Terukazu Torikai talked a good game to reinforce that sentiment, revealing that the Mini, Volkswagen Scirocco and – most surprisingly –Lotus Elise had all been used as firsthand inspirations for the CRZ’s set-up. Using the skeleton of a Honda Insight, Torikai claimed that plenty of effort had gone into ensuring that the new CRZ platform was both predictable and engaging, offering levels of torsional rigidity on par with the Civic Type-R. All of this sounded great on paper, but would it really live up to the hype? Well, to put it simply, yes.

Although a far cry from being an outright sports car, the CRZ certainly feels vastly more rewarding to fling through B-roads than most other electrified vehicles of its era. Its 1.5 litre four-cylinder engine doesn’t rev as highly as you’d hope from a VTEC,

COST CUTTING CARS

OR MAYBE..?

VOLKSWAGEN SCIROCCO (DIESEL)

The Scirocco is one of those cars that no matter where it’s parked, it’ll always catch the eye, especially when finished in that wonderful Viper Green. Whether or not it can be described as ‘pretty’ is perhaps up for debate, but its muscular face and elongated coupe roof line make it a far more striking vehicle to behold than the Golf that it’s based on. The exotic exterior isn’t just for show either. Much of the running gear is similar to what you’ll find under the skin of a Mk5 GTI, which is a brilliantly dynamic hot hatch in its own right. Happily, a lot of those traits are carried over and improved upon in the Scirocco, meaning that it’s a truly fun thing to drive even at moderate speeds. The addition of a ‘sport’ mode only adds to the wow factor, and whereas the difference in some cars feels nominal at best, the Scirocco’s steering and engine response becomes notably sharper when you press that enticing little button.

Unlike the Hondas, you can indeed get two adults into the back of it too, but unfortunately, that comes at the cost of rear visibility. Boot space isn’t amazing either, but for most people the Scirocco would be a perfectly acceptable daily driver. One area of the car that you might be disappointed by is the interior design. Seats are ribbed and sporty, and the steering wheel’s flattened bottom gives it a sense of occasion, however the dashboard and centre console don’t really live up to the experience at all.

Now, unfortunately, if we’re talking about cars that are frugal on fuel, the top tier 2.0 litre petrol engine variant can’t really be included in the conversation. Instead, if you want maximum mileage for your money, you’ll have to go diesel. Naturally, the TDI lacks the outright pace of its petrol counterpart, but 138bhp and 236lb.ft of torque is still enough to play with. In this specification, 55mpg is easily achievable, and even if you cane it every time you get behind the wheel you’ll still achieve figures that aren’t too far off a regular drive in the petrol car.

Admittedly, some would argue that sticking a diesel lump in a coupe like this is the perfect way to ruin it, and normally, I’d be one of them. Plus, there’s also the small matter of driving around in a car from Volkswagen’s ethically dubious ‘Dieselgate’ era. However, if you put that to one side and look at things pragmatically, there’s undoubtedly logic to buying one. If you simply want a car that looks exciting and handles well while keeping costs to a minimum, then it would be hard to argue against a car like this. Currently in the UK there are more diesel Sciroccos up for sale than petrol ones, such was the popularity of the combination. In fact, if a used diesel coupe is what you’re after, then you’re spoilt for choice with cars of this age. The Peugeot RCZ, for example, is an equally entertaining vehicle to look at, if not more so. Driving dynamics are a little lacking by comparison, as is its fuel economy, but it just goes to show that if you want to go down the diesel route, there’s more fun to be had out there than you might imagine.

but nonetheless chugs along at a decent rate. Plus, with help from the Integrated Motor Assist (IMA), you’ll still get more than 40 mpg on a quick blast, or something closer to 56.5 mpg if you’re more sensible. Ultimately, this car wants you to drive conservatively more often than not though, so as a source of encouragement there’s a little forest display on the instrument

gauge. Drive harshly and you’ll start to lose trees over time, but if you stop burning fuel at quite such a rate, they’ll begin to regrow. Cute, gimmicky, or guilt-trippy? I’ll leave that for you to decide on.

It's not all sunshine and roses with this car though. Space in the back is perfect, so long as your passengers don’t have any legs, or indeed, a

neck. Not even small children will be comfortable back there, so you’re better off just folding the seats down and having a bigger boot. As such, if you’re looking for a fun family car, or want to go on road trips with mates, don’t even bother with the CRZ.

That said, if practicality is a bit further down your list of requirements, then there’s certainly a lot of merit to this car. It genuinely performs well and has a surprising amount of character for a car which some wrote off as a ‘lifeless econobox’. What’s more, tax is only £20 per year, making the cost per smiles ratio even better.

FIAT 500 TWINAIR

There are few modern cars with such an unmistakable identity, perhaps because the Fiat 500’s aesthetic is so firmly entrenched in the past. The original post-Topolino 500 was a cultural icon, filling European streets by the dozen and featuring on every Italian postcard. Its cutesy, rounded design was arguably the thing that most endeared it to the masses for long after the car exited dealerships, so it should come as no surprise that the new car has stuck to a similarly

Above: Fiat's 500 TwinAir is one of the most frugal cars on this list, though it lacks pace.

Above: Honda was first on the European market with a workable hybrid offering.

charming design language.

The 21st century renaissance of the nameplate entered a new phase in 2010 though, when an intriguing engine option was added to the range.

Bearing the ‘TwinAir’ moniker, Fiat started to offer the car with a 0.9 litre turbocharged two-cylinder engine. Its spiritual predecessor had come with a similarly small two-cylinder block back in the day, but this move was far from just an exercise in sentimentality.

Carbon dioxide output was greatly reduced, so much so that owners of these cars no longer had to worry about paying road tax in the UK. What’s more, running costs are kept down even further thanks to the 500 TwinAir being one of the most frugal cars on this list, at least on paper. Officially, Fiat claims it’ll do an astounding 70mpg on average, though take that with a pinch of salt as some road testers have found it rather difficult to replicate.

Nevertheless, while not exactly rapid, these revvy little city cars are still plenty of fun to hustle around urban environments. Priced at around £6000 for a good one, if you’re motoring on a budget, then these are well worth a look.

OR MAYBE..?

RENAULT TWIZY 80

Ok, straight out of the gates, let’s be honest about this. If you only have the capacity to run a single car, then the Twizy is unlikely to be the one for you. Luggage space is practically non-existent in these little things, unless you’re willing to sacrifice the rear seat (yes, singular). Plus, if you’re somebody who regularly travels up and down the country, then I won’t waste your time – skip ahead to the next car now while you can. With all that said and done though, for the right person, this car might be the perfect answer.

The idea behind the Twizy is that it’s cheap to buy, cheap to maintain, and is incredibly small compared to most other vehicles on the road. That means it’s able to dart around busy towns and cities with ease, slot into parking spots that otherwise would be impossible, and if it had been taken on in large numbers, could even have reduced congestion somewhat. Of course, big sweeping plans like that don’t always translate so well into reality, and sadly for the Twizy it didn’t quite manage to revolutionise the modern commute. Nevertheless, its key fundamental traits are still worthy of merit, and if you’re a professional working within a big built-up area, who just needs something to get them from A to B, then the Twizy is one of the most interesting options around.

Let’s start with the way it looks. Its steel-frame quadricycle platform is wrapped in a cocoon of plastic body panels, giving it an aesthetic that you’ll either love or hate for its futuristic quirkiness. As for its dimensions, the Twizy is about a foot shorter than a Smart Fortwo of the same age, and about six inches narrower, making it easy to feel a little exposed when sharing the road with larger vehicles. For that reason, it won’t be for everyone, and is perhaps better viewed as a more stable, enclosed version of a motorbike, rather than a direct alternative to traditional cars.

If size doesn’t matter to you, then the Twizy proves to be an endearingly fun vehicle to drive. The ride could be smoother in truth, but its Renaultsportengineered chassis and suspension set-up makes for an engaging experience. Then there’s its method of propulsion. If fuel frugality is high on your list of requirements, how about a car that burns no petrol at all? Yes, the Twizy is fully electric, fitted with a 17bhp motor when purchased in ‘80’ guise. That might sound ridiculous, but given the fact that it only weighs about 450kg, it’s still good for a top speed of 50mph. Range is a little bit of an issue though, hence why it’s not something you’d want to drive cross-country. A full charge will get you just over 60 miles of travel, but when the average round trip commute in Britain is only 23 miles (even less in cities), that number seems perfectly adequate. Plus, if you do get slightly caught out, it’s not the end of the world. A 20-minute charge from 10% while you’re at work gives you an extra 15 miles to get home. Then, in the evening, it’ll take just three and a half hours to go from completely flat to 80% full. As well as no petrol expenses, you won’t have to pay any tax on it either. Plus, with zero tailpipe emissions, you can sleep happy at night knowing that you aren’t polluting the air supply of your fellow commuters.

POWERED BY

ALFA ROMEO 147

Alfa’s sporting hatchback holds plenty of appeal and apart from the searing GTA, prices are temptingly low. Here’s how to avoid landing yourself with a duffer. WORDS & PHOTOS: CHRIS RANDALL

When the stylish 156 appeared in 1997 it marked something of a turnaround for Alfa, and the need to replace the older 145/146 hatchbacks resulted in the car we have here. Launched at the 2000 Turin Motor Show, the 147 featured a slick design that had been overseen by Walter da Silva while underneath it borrowed a platform from the aforementioned 156. That was no bad thing as it meant that Alfa’s new model benefitted from a range of punchy engines that were allied to lively handling.

The range of petrol engines started with a 1.6-litre Twin Spark unit with up to 120bhp, while the 2-litre unit was usefully more powerful with a 0-62mph time that dipped below ten seconds. Diesels were also on offer with 1.9-litre units offering various power outputs.

Topping the 147 range was the GTA which arrived in 2002, around 5000 of which were made with each getting the superb 3.2-litre V6 engine turning out 247bhp and paired to a six-speed manual or robotised-manual Selespeed transmission; 0-62mph was despatched in just 6.3 seconds.

The main trims were Turismo and Lusso with the latter notably plusher

inside, and by 2004 it was time for a facelift with the 147 receiving a smoother front-end appearance along with revisions to the suspension and interior. A few different variants followed, including a Sport model for the UK and the Collezione edition and production ended in 2010 after 651,000 had been made. Here’s what you need to know if you’re tempted by this Italian modern classic.

BODYWORK

Given that any 147 is going to be comfortably more than a decade old it makes sense to spend plenty of time scrutinising the bodywork. A

galvanised shell should have prevented major rot from breaking through, but take a good look at the extremities of the panels and around the wheelarch lips just in case.

Previous damage that’s been poorly repaired obviously poses more of a corrosion risk, so ensure you’re happy

that nothing worrying lurks in the car’s past. Paintwork quality also needs to be considered, so look for the usual signs of mismatches and over-spray and bear in mind that red paint can be prone to fading. And while we’re on the subject of rust it’s important to get a good look underneath; the footwells

and floor pan need a thorough examination - if it’s really taken hold the car may be beyond saving.

And while you’re under there be sure to establish the integrity of the front sub-frame - light surface corrosion is to be expected but if it’s anything worse you can find good used ones

for around £150. Other than that it’s a case of looking for damaged bumpers, mirrors and light units although sourcing second-hand replacements isn’t too difficult.

ENGINE AND GEARBOX

Maintain them properly and all of the engines should prove long-lasting, so a comprehensive service history will give peace of mind. Assuming there’s no obvious signs of neglect the main point to check is that cam belts have been replaced on time; the original interval for Twin Sparks was 72,000 miles/five years (shorter for the GTA) but that was reduced to 36,000 miles/three years so check for evidence this has been adhered to. Replacing the water

pump at the same time is advisable and consider renewing the cam variator as they get a bit rattly; the cost of all this will soon add up, and being more involved on the GTA’s V6 it can result in a four-figure bill at a specialist. Twin Spark engines get through a bit of oil – a litre every 1000 miles or less – and 10W60 is the correct brew so check the level on a potential purchase, and ensure that spark plug changes haven’t been missed.

The V6 can leak oil from the engine and gearbox, so that’s worth looking for, and on all models use the test drive to check for lumpy running or a wavering idle. Ailing coil packs, injectors and air-flow meters are common culprits and a diagnostic

session may be needed to establish the root cause of any issues.

Tempted by a diesel? Performance is punchy and they are usefully frugal, so it’s mainly just a matter of ensuring there are no faults with the turbo or EGR valve. There were a few fuel system-related recalls for the 147 too, so ensure these have been attended to.

TRANSMISSION

The manual gearboxes aren’t inherently problematic but hard use will take its toll, with whining bearings and weak synchromesh likely to be the result.

Check the clutch action, too, as a leaking slave cylinder could be the cause of any problem rather than the clutch itself. Watch for judder and

Above: Hidden rear door handles debuted on the 156 and have become an Alfa signature.

"Tempted by a diesel? Performance is punchy and they are usefully frugal"

rattles on diesel models, though, as it could point to a failing dual-mass flywheel - new ones are around £400.

An alternative for 147 buyers was the Selespeed robotised manual gearbox and it’s worth exercising a bit of caution here. Even when working perfectly they aren’t everyone’s cup of Chianti, so try one properly before committing, but they can play up and a job like replacing the actuators can cost four figures.

The last thing to mention is the differential, and in particular Alfa’s Q2 limited-slip item fitted to some models; it really improves the driving experience, but you’re looking at £1000-1500 for a specialist to supply and fit one.

SUSPENSION, BRAKES AND STEERING

Suspension-wise it’s really just a case of checking a potential purchase for the usual signs of wear and neglect.

Tired dampers and worn bushes are the obvious areas, so if the handling feels soggy budget for an overhaul.

A creak that seems to emanate from behind the dashboard is likely to be the upper wishbone bushes which can need replacing at around 50,000 miles and OEM-quality parts are best.

The bushes for the front lower arms, rear suspension arms, hubs and antiroll bars are further check points, and while replacements are inexpensive the labour cost will soon mount up if you’re not changing them yourself. A switch to polyurethane bushes is worth considering if you value sharper handling and check for any other suspension upgrades, too.

Normal wear aside there’s nothing to worry about with the brakes and replacement parts are cheap (£150 or so for quality discs and pads, but more for a GTA) but ensure the ABS system is behaving and look for any

major corrosion on the brake pipes. Power steering pipes can also corrode so check for fluid leaks. Corroded and kerb-damaged alloys and skinflint owners opting for cheap tyres are other issues to consider.

With around 250bhp going through the front wheels it’s no surprise that GTA models can munch through tyres, and it’s also worth a check for uneven wear that points to suspension alignment having gone awry.

TRIM AND ELECTRICS

Interior build and material quality was decent enough when the 147 was new, but abuse and high mileages will have taken their toll. Some wear on the seat bolsters and the odd trim rattle are to be expected but anything excessively shabby just isn’t worth the bother.

As for the electrical side of things the usual clichés about Italian cars needn’t be a concern here, although

it naturally makes sense to ensure that everything works as it should. Problems are likely to be the sort of niggles that can affect any car of this age, and with plenty of specialists and a good supply of second-hand parts you’re unlikely to encounter anything insurmountable. Poor connections can cause problems with the rear light clusters, but it’s not all that common. One last point worth mentioning is the health of the battery as a failing item can cause all sorts of seemingly unrelated electrical faults, so check there first before assuming the worst.

VALUES

There’s not a massive choice of 147s for sale at any one time, and it’s worth checking with owners’ clubs if you’re struggling to find your ideal example. Price-wise, £1500 bags a decent, usable 1.6 Twin Spark that you can improve as you go while upping the budget to £2000-£2500 gets you a 2007 Twin Spark or diesel with around 85k miles. Unless it’s something exceptional £3000 is really the upper limit for nonGTA models. Prices of those have been

Above: Just £2000 buys a nice 147 but you'll need £10,000 for a V6 GTA variant.

on the rise, so expect to pay £10,000£12,000 for something nice with the best topping out at around £16,000. If your heart is set on a 147 then you might have to be patient in finding the one you really want, but bag a good one and the search will be worth it.

THANKS:

Lloyd Watters at Thorobred Cars (www.thorobredcars.com) for his help with this feature.

PAUL WAGER, GROUP EDITOR ALFA GIULIA

The 147 isn’t exactly rare but if you’re struggling to find a nice one, its successor the Giulietta is more common and starts at around £3000. Yes, it’s more steady Golf rival than wacky Alfa but it’s still an appealing drive and surprisingly well put together, too.

ADRIAN EVANSON, LANCASTER INSURANCE MINI COOPER S

If you want a small, affordable hatch which is more lively on the road than a Polo or Fiesta, then the supercharged ‘R53’ Cooper S is one of the few to match the character of the quicker 147s. They’re currently affordable but won’t be for much longer.

FIAT PANDA 100HP

Fed up with complication? The simple appeal of this Italian pocket-rocket marks it out as a classic of the future.

WORDS: CHRIS RANDALL

Take a look at the cars on sale today, and you’d be forgiven for thinking that any sense of modesty had gone out of the window. It seems to be all about, well, more of everything: more power, more gadgets, and when it comes to the fashion for SUVs, a lot more size. Maybe that’s just automotive progress, but there are times when a little can be just enough which is what brings us to this fun little Italian supermini.

So why is it sure to be a future classic? Because for one thing the ever-increasing march of technology can sometimes feel a bit too much. There’s no need to come over all Luddite about this, but as driving becomes governed by digital this and electronically-assisted that a bit of simplicity never comes amiss. Oh yes, and there’s another reason; this feisty mini

hatchback is simply fun. And there’s nowt wrong with enjoying a bit of that.

Making its UK debut back in October 2006, a few Panda devotees might have blanched at the 100hp’s £9995 asking price but they would surely have been mollified by the thorough job Fiat had made of its new flagship. This was no entry-level shopping car with a few extra baubles to tempt buyers into the showroom, but a proper little warm hatch

that not only looked the part but could walk the walk, too.

And it did look the part thanks to the addition of beefier wheelarches, sportylooking bumpers, side skirts and a tailgate spoiler. It also sat noticeably lower on its alloy wheels compared to the Pandas that occupied supermarket car parks in their droves.

So it definitely caught the eye, but it could perform, too, thanks to its 1.4-litre 16v FIRE engine that managed (surprise, surprise) 100hp and a useful 97lb.ft of torque. OK, so you had to rev it a bit to access those numbers but that was no hardship, and if you were handy with the six-speed manual gearbox they were certainly enough to put a smile on our face. And given that it weighed in at just 1015kg it really didn’t need any more power. The stats say it cracked 0-62mph in 9.5 seconds, managed 115mph flat out, and claimed a wallet-friendly 43mpg, which definitely falls into the category of just enough. Pleasingly, it still feels pretty ample today.

Fiat hadn’t just stuffed a bigger engine under the bonnet, though, as they’d taken the time to improve stopping power with discs all round and uprated the suspension with firmer springs, dampers and bushes. They’d also equipped the little tearaway with a ‘Sport’ button that, when pressed, reduced the steering’s power assistance and sharpened the throttle response. The differences over ‘Normal’ mode weren’t night and day - arguably they could have gone a little further - but with plenty of grip and a secure, chuckable feel it all added up to an engaging and grininducing driving experience. And that’s not something to be sniffed at when the other car in your garage is a batterypowered SUV weighing the same as a small bungalow.

The classified ads aren’t exactly awash with them, though, so if the idea of this fun Fiat appeals then now’s the time to get your skates on before the best ones are snapped-up. Values range from £2000 for high-milers to around £5500 for an immaculate example, so this is motoring enjoyment without breaking the bank. There’s not much to worry about either - concentrate on finding one that boasts a cast-iron MoT and maintenance history with evidence of a fresh timing belt every five years, and make sure to watch for issues with the electric power steering.

If you fancy a bit less of everything then the Panda 100hp is going to feel very much the antidote to the cars of the future. And you can’t really ask more of a classic than that.