Morgans on the move…
…but not all in the same direction. Most classic Morgans from the Thirties through to the Eighties have grown by around 30% since our last price guide update, though the early Fifties Plus Fours have seen the least of that action, moving just 4.5%. That brings rough examples up to £11k, with usable examples at £18k and the best £26-38.5k. That price spread covers most of the other models, though the scruffiest 4/4 of 1968-88 represents the entry level at £7k and a perfect 1973-86 Plus 8 tops things out at £45k.
The early Plus 8 (1968-72) is the exception, with prices have fallen 12%, meaning £14k for a rough one, £20k for something tidy and £32-50.5k for an excellent one. So the early 8 is still clinging to its position at the top of the pile, a position that’s unlikely to change. To find more market analysis and details of the latest market climbers and fallers, check out the latest issue
Porsche 996 falls back
Porsche’s first water-cooled 911 has had a bumpy ride ever since it was introduced back in 1997. It was more user-friendly, bigger, faster and more sophisticated that its much-loved predecessors, making it a better everyday proposition for most buyers, but it represented another step on from the pure original that made the 911 experience so addictive. Then we heard tales of horror about catastrophic intermediate shaft bearing failures and cylinder wall chunking. The indestructible supercar was no longer, well, indestructible.
So depreciation welcomed the 996 with open arms and hung on well after the boom in a classic 911 prices made all of its predecessors – even the once less-fancied 964 – more expensive. So the 996 became not only the last bargain 911, but also the last affordable one, helping buyers overcome their fear of engine bills that could outstrip the value of the car. So we watched as prices for regular Carrera 2 and Carrera 4 models started to creep up – the Mezge-engined and therefore more robust Turbo and RS models had already climbed – and we shouldn’t have been too surprised. The 996 still offered a good blend of usability and excitement for the money, and any ageing and once-expensive car comes with an element of financial Russian roulette built in.
But once-superheated 911 prices have cooled since then, so the 996 is an inevitable casualty, dropping 8.3% since our last price guide update. You can now gamble £8k on a rough one, £12k on a decent example and pay £20-27k for the best. Those figures still represent a lot of 911 for the money, and I can appreciate the argument that those cars that were going to break have probably done so by now, making the survivors seem a more robust proposition. I’m encouraged to believe that every time I drive my wife’s 165k-mile Boxster – same engine, same weaknesses – that still feels as fit as the day she bought it with 47k miles on the odometer. To find more market analysis and details of the latest market climbers and fallers, check out the latest issue
We want this Range Rover
It’s easy to see why these early, two-door Range Rovers are so coveted now and when I look at this 1978 example, harder to understand why it took so long for its groundbreaking design to be warmly welcomed into the classic car community. It’s early enough to remain faithful to the Range Rover’s special blend of clean-cut utility with understated luxury.
And it’s been maintained and restored to retain most of the original features that define these cars, right down to the cloth seats and finish of the windscreen wipers. Overall, the work has been done to a good standard, but to get the details right you might want to fit correct Zenith carburettors in place of the current SUs, refix the headlining and track down a rear parcel shelf. Or you could just enjoy the pure experience of driving an automotive icon from a time before it was hijacked as a luxury urban status symbol. The Range Rover is one of four cars for sale that we test and evaluate in the latest issue