From one to one hundred, your favourites in order
DANNY HOPKINS, JAMES WALSHE, MATT GEORGE, MATT TOMKINS, JAMES PEENE & CRAIG CHEETHAM
Six months ago we asked a very simple question: ‘What is your favourite classic?’ You responded in your droves and this is the result. Atop 100 as voted for by you. Thank you for getting involved. There have been moves up and down the classic car hit parade since we last asked you to vote almost a decade ago, including anew number one, the Mini, perhaps a reflection of the little icon’s significant anniversary in 2024, 65 years.
Also moving into the top three is the 2CV, a car that has grown in status as its unique design becomes more appreciated. The Morris Minor endures, it’s never been out of the top three. As for the rest of the top ten… all traditional big hitters including the MGB, Triumph Stag and Ford Capri. The increasing popularity of modern classics is reflected by the presence of the MG ZT/Rover 75, while the Beetle maintains its status as a true original, and a design icon. The Rover P6 is there and of course, Jaguar E-type… could a top ten ever exist without one? Further down the list a few surprises and eyebrow raisers. Who would have predicted the Mitsubishi Carisma and Proton Saga being so high up, even the Lotus Excel could be described as ‘punching’ above its weight. And some significant omissions, too. Citroën CX, why is it not on the list?
No mystery… if you voted and encouraged other owners to do the same, then that’s simply a reflection of your enthusiasm. It’s free election, and you mobilised, well done. If your favourite classic isn’t here then it doesn’t mean no-one voted for it, just not enough. So here, for your enjoyment is the unapologetic full list. Is it definitive? Of course not. Is it imperfect? Yes. Is your top 100 a reflection of the passion we all feel for our cars? Undoubtedly. This is your selection, starting from number one…
1. The Mini
This year (2024) saw the 65th anniversary of the Mini celebrated the world over, so it perhaps isn’t a surprise that interest in this icon of motoring has been elevated sufficiently to put it at the top spot this year. Introduced in 1959, the Mini’s extraordinary design had been fuelled by a need for an economical, small, family car, in response to the oil crisis brought on by the conflict over the Suez Canal. Prices of fuel might have dropped by the time it was ready for sale, Britain having withdrawn from Suez in 1957, but that didn’t dilute its success. From utilitarian transport to rally superstar and fashion icon, there was always a market for the Mini to dominate. With production spanning from that launch in 1959 right through to 2000. BMW’s R50 took over in '01 and ensured a future for the Mini’s name and spirit. The OG Mini saw changes aplenty – including a growth of that fabulous A-series engine from 850 to 1275cc, an eventual move to single point injection, air conditioning on some export models and interior revisions aplenty, not to mention the various sub-models spawned – but such was the genius of Issigonis’s original package that very few body changes were made in that 41-year life span, ensuring the plucky Mini’s iconic shape endured for generations.
Matt Tomkins on the Mini
I completed my second Mini restoration earlier this year, a MkII Countryman, and can reveal first hand just how well-supported the Mini is for parts and information almost a quarter or a century since its production ended. Heck, even complete bodyshells are available to buy brand new from BMH.
A miracle of packaging, the Mini’s front wheel drive gears-in-sump arrangement was revolutionary, although plenty of revisions to this design were made in the first months and years of production. However, once the formula had been perfected, and oil technology had caught up, the miraculous Mini gathered pace quickly, soon becoming the great leveller. Everyone wanted a piece of the new Mini – and today everyone has a story about one. The diminutive 850cc engine soon grew to 998, and then along came the Coopers and with them, great success in motorsport thanks to the work of BMC’s competition department. Win on Sunday, sell on Monday had long been a mantra of marketing departments and never had it been more true. 1098 and latterly 1275 engines propelled the Mini with ever-brisker pace, while drums were replaced by discs and eventually servo assistance was added to arrest momentum as the motoring landscape changed around the Mini, with ever-denser traffic and a growing Motorway network.
A brief dalliance with Hydrolastic suspension from 1964 was soon abandoned on cost grounds, the Mini returning to rubber cone springs, the brainchild of Alex Moulton, until the end of production. Derivatives from vans and estates, Clubmans and the rather impractical Moke all utilised the same bolt-on subframes that allowed the Mini its success as a car that could be maintained and even repaired and restored at home. And let’s not forget the cultural significance of this little car. From fashionistas such as Mary Quant (remember her ‘Mini’ skirt?), to the Beatles, a starring role in The Italian Job and Mr Bean and more besides, the Mini’s popularity endures. So much so, of course, that it sits triumphant as your winner here.
2. Morris Minor
Last time we asked you to name your favourite classic, the Minor won, but it’s been pipped into the number two spot this year by another Issigonis design, the Mini. The Morris Minor, in ‘lowlight’ side-valve-powered form, was unveiled in 1948 at the Earls Court Motor Show and the model endured until 1971. Quite the run. By 1962 it had become the first car to sell one million units – hence the lilac Minor Million special edition (a world first) photographed here and, by the end of production, a whopping 1.6 million Minors, in two-door, convertible, four-door, Traveller, and light commercial forms had been produced.
Matt Tomkins on the Morris Minor
My first car was a Morris Minor. I still own it, in fact, and have spent much time and effort over the past 15 years maintaining, repairing, restoring, modifying and, most importantly, driving it all over the UK and Europe alongside two more Minors I own. They’re infectious!
Charming, good looking, incredibly cheap and easy to live with, the Minor was, and remains, a quintessentially British people’s car. It was mass transport, born in a post-war era and launched alongside the XK120 at the motor show I’d most like to time travel to, the first since WWII. And yet, it is absolutely possible to use a Minor, a late one especially, every day in 2024. If you want a little more go, steer or stop, thanks to its mechanical similarity to a variety of BMC/BL models (including the Wolseley 1500 and Riley One-Point-Fives that were meant to replace it and the Marina that eventually did), modifications from within the family are well-documented and straightforward. Then there’s the wealth of aftermarket conversions such as disc brakes, telescopic dampers, electronic ignition kits or anti-roll bars on offer.
Parts support, particularly for later cars, remains excellent for the Minor, with body panels and mechanical parts (many of which are shared with other BMC models including the Mini) available for next day delivery from several suppliers. Especially earlier cars are less straightforward to live with, however remain well served by the spares department of the incredibly active owners’ club. Incidentally, the Morris Minor Owners’ club recently completed the restoration of the last Morris Minor saloon off the production line – the car is now on loan to today’s shoot location, the Great British Car Journey.
3. Citroën 2CV
In succeeding automotive visionary André Citroën, Pierre Jules Boulanger came up with the idea for the 2CV while watching market traders in his hometown of Lempdes. The intention was to replace their wheelbarrows and horse-drawn carts with a 400kg machine capable of carrying four adults, 50kg of goods and a basket of eggs across a ploughed field without breaking a single egg. Delayed by Nazi occupation, the 2CV was finally unveiled in 1948, thereafter finding 3.8 million homes until production ceased in 1990.
James Walshe on the 2CV
Often ridiculed by my own generation as flimsy transport for hippies, the 2CV’s mix of innovative engineering, durability and comfort – not to mention ease of repair and maintenance – is now widely acknowledged. A car so seemingly rudimentary may not be everyone’s cup of tea, but only a fool would disregard its significance now.
Having mobilised a war-ravaged France, the 2CV was built in Slough for a while and sold to bemused Brits. However, we never truly clicked with the car until 1974, when it was relaunched into the UK to buyers wrestling with the consequences of a world in financial crisis. Many carried on laughing, but owners didn’t care – they could feel the inherent brilliance underneath and the extra cash in their pockets, as I do today each time I step aboard my own 1985 daily driver.
At the heart of its appeal is Walter Becchia’s lightweight air-cooled flat twin that can be thrashed all day long. It’s a precision bit of kit designed with the bare minimum of moving parts. No distributor, radiator or thermostat and very few gaskets – no boiling in summer or freezing in winter. It’s a masterpiece of simplicity. With rack and pinion steering (located within the front axle tubes) and compact swing arm suspension (interconnected and slung along each sill), the 2CV has a low centre of gravity for limpet-like grip – despite the absurd roll angles – and can be hustled along at surprising velocity with only long hills and headwinds to curtail swift progress. Of course, many love the 2CV because it looks cheerful, the roof rolls back and the seats come out for picnics. However, there’s so much more to it – the 2CV enabled generations of builders, bakers, midwives, priests, craftsmen and farmers to hit the road. It was a lifeline for mums, dads and skint students. Throughout its four decades of continuous production, there was always a reason for the Citroën 2CV to exist.
Yes, it looks funny. But in the end, the tin snail got the last laugh.
4. MGB/MGBGT
When Practical Classics magazine launched in May 1980, the MGB was still in production, and would be until October of that year, having first broken cover in September 1962. But that didn’t stop the second issue of our beloved publication featuring one on the cover – describing the process of full sill replacement. Launched first as a roadster in 1962, the Pininfarina-penned ’B GT joined the brochure in 1965.
Matt Tomkins on the MGB
The MGB is ubiquitous because, well, it’s fantastic! I adored my MGB GT throughout my six years of ownership. Complete with overdrive (an option on all ’Bs) and Webasto sunroof, I held it on a pedestal as the most practical classic going. I used it for everything from trips to B&Q to a honeymoon road trip to the Scottish Highlands and everything in between. I made great use of the fantastic spares availability, rebuilding the engine, suspension and steering in my ownership and enjoyed all aspects of it – windscreen replacement aside…
When it launched to replace the MGA, the ’B had big boots to fill. Although not as curvaceous as it’s predecessor, the MGB was still a handsome thing and updated underpinnings, unitary construction and the old faithful B-series engine bored out from 1622 to 1798cc gave the new car the pep to set hearts racing and appeal to young and testosterone-fuelled audience. ‘Your mother wouldn’t like it’, read one advertising slogan. Early MGBs hold great charm however refinements such as external door locks and a change from three to five main bearings in the engine make a post-’64 ’B a much more usable thing in the 21st century. While some still malign the black rubber bumpers fitted to post-’74 ’Bs (many have been converted to chrome over the years), there is a growing appreciation for the era-defining big bumpers and vibrant colour schemes. Handling on these later cars was slightly compromised thanks to a required elevation in ride height to comply with US headlight height laws, however fitment of a chrome bumper subframe can resolve this if desired.
The MGB GT V8 joined the party from 1973-’76, but was only available in GT form. There are several homebrew roadster conversions out there, however, and the combination of the ’B’s charm and good looks with that Buick-developed Rover V8 burble holds great appeal.
5. Triumph Stag
Launched in 1970 and available as a 2+2 sports tourer only, the Stag stayed in production until 1977, with 25,939 cars rolling off the final assembly line at Canley in that time. The Stag has appeared in numerous TV shows and films, with perhaps its most notable appearance being in the 1971 James Bond film Diamonds are Forever, as Bond – played by Sean Connery – commandeers a 1970 Saffron Yellow Stag from a diamond smuggler. Today, it still remains a popular choice for classic fans looking for a drop-top with room for four.
Matt George on the Triumph Stag
Intended for the upwardly mobile or young executive as a luxury grand tourer, the Stag was aimed squarely at the area of the market occupied mainly by the Mercedes-Benz SL. Here was a car that could transport the whole family – with luggage – in top-down style. It sounded glorious and there was plenty of go, thanks to that torquey 3.0-litre powerplant. As we all know, numerous issues at the factory largely soured the Stag’s reputation in period, but these days those niggles have been addressed and we can truly appreciate it for what it is.
While I wouldn’t refer to myself or my colleague James Walshe as upwardly mobile or, alas, that young anymore, we certainly enjoyed our trip to Paris to take part in the annual Traversée de Paris event back in 2016. Our transport for the trip was a 1975 Stag borrowed from friends Rachael and Phil Gunn, in a suitably Seventies Java Green hue, and it endeared itself to us both. It was completely at home in the outside lane of the autoroute, while being fun to hustle around the smaller and quieter N-roads, too. Perhaps more surprisingly, thanks to its chunky manual gearbox, the V8 cruiser also proved perfect for sprinting into gaps around town and dicing with the traffic in the congested and sometimes manic city centre. A genuinely impressive machine all round.
So, whether you’re young and carefree, have a family in tow or want to treat yourself to a retirement project, the Stag’s a classic that can suit all situations, with an immutable V8 burble and elegant looks that will have you staring at its reflection in shop windows as you pass.
6. Rover P6
Made between 1963 and 1977, it was the very first winner of the European Car of the Year award and set new standards in safety and engineering. The P6 was designed as a blank sheet of paper concept and built at an all-new factory in Solihul. Citroën’s DS inspired the David Bache design and, under the skin, like the DS, the P6 was a technological marvel. It was ‘unitary’, had De Dion tube rear suspension, discs all round and all new engine. It sold well and, with the later addition of a V8 engine, became a police favourite.
Danny Hopkins on the Rover P6
You can’t really judge a P6 until you have driven one, because it is only when you pilot the thing that the magic happens. Put simply, the Rover drives better than most modern cars. It enjoys superior road holding and handling but without the harshness of your typical modern. The P6, like the DS, comes with extreme comfort as standard, without sacrificing ‘feel’, it is astonishingly good.
It looks great too with design flourishes that charm and impress and an overall shape that easily handled a mid-life redesign. It, like all great classics, is unmistakeable (even when you squint) and the interior is a work of art. The broad shelf stretching across the bulkhead, the dashboard dials or strip speedo, reminiscent of an aircraft’s instruments and layout, and my favourite, the delicate stalks emanating from the column… precise and beautifully crafted. It’s a great place to be, a great place to drive.
The engines, four and V8, delivered two different cars to its driver, with the 3500S being fast in its day and the four-pots being practical, economical, smooth and capable of long distances at high speed. The 2200TC was my favourite, it gave real performance and torquey tractability without the low teens mpg of the V8. I know because I’ve had four. A 2200SC auto, a 2000, a 3500 and a 2200TC manual. Each with its own character and each one cheaper than it should have been given the quality. Easy to work on, practical and capable of big miles in modern traffic, I'm astonished they still go for a few grand.
The cars are supported by excellent clubs and a number of specialists who all contribute to its popularity. It’s presence in the top ten is a reflection of its practicality and value. After a British chrome classic with real pedigree, usability, fixability and driving excellence, buy a P6. It’s simple.
7. Rover 75/MG ZT
Following a calamitous launch at the NEC show, where BMW’s CEO undermined celebrations with a poorly timed political grenade, thankfully the brilliant 75 soon found many accolades and happy homes. The later, and brilliantly reengineered, ZT did too. Initially built at Cowley under BMW, production moved to Longbridge under the MG Rover Group.
A superb estate and barnstorming rear-drive V8 also followed, which breathed new life into the brand thanks to some expert tweaks to the styling and chassis. It doesn't feel like 20 years since the 75 died, but it lives on here at least.
James Walshe on the 75 /MG ZT
In 2003, I bought a two-year-old 75 V6 Club SE. Atlantic blue, 17-inch ‘serpents’ and a cabin featuring a tasteful mix of leather and real wood, plus in-built sat nav and a TV. I was in my mid-twenties and a car like this felt seriously special – sumptuous, modern and unlike anything I’d previous owned. On seeing it out of the studio window, my radio presenter colleagues at Galaxy Yorkshire immediately pointed and laughed, naming the car ‘Elsie’.
And therein lay the issue. As a young man who valued character above fashion, this was a miniBentley for £15k. To folk more representative of the fashion-conscious car buying public, it was an ‘old man’s car’. It was the early Noughties – a time of dramatically shifting technology. Pre-iPhone but post iPod and Bluetooth. My colleagues each had a new Audi, complete with Alcantara, brushed aluminium trim, USB ports, Apple connectivity and a Quattro badge on the nose. Instead, I’d bought a car made of wood, chrome and dead cows.
Not that I cared – and I stand by my decision today. I’d paid a lot less than they had – for a lot more car. And boy, what a machine. Sure, you can talk company politics and the facelifted car’s drop in quality circa 2003 but we’re past all that now – all 75s and MG ZTs feel special. From the glowing antique-look dials and dash of exterior chrome of the 75 to the purposeful face and handling prowess of the ZT, I’m not surprised enthusiasts have fallen for this brilliant saloon.
Losing such a massive part of British automotive history 20 years ago, history going back to 1904 – with every innovative Austin, magnificent Morris and wonderful Wolseley in between – still hurts. But what a way to finish. And what a car to cherish.
The Rover 75 may have been something of a square peg in a round hole when it was unveiled, but it – along with the ZT – remains a skilfully designed, well-built and captivating modern classic. These cars are living proof that charisma counts.
I can’t even remember what a 2003 Audi A4 looks like, can you?
8. Jaguar E-type
It was built between 1961 and 1974 through three phases of three different models. Series 1, Series 2 and Series 3 cars came in coupe, soft top or 2+2 coupe guise with S1 and SII cars using Jaguar’s legendary six-cylinder XK engine and the thoroughly reworked SIII enjoying the services of the huge 5.3 litre V12. Described by Enzo Ferrari as ‘the most beautiful car ever made’, the E-Type is timeless and one of the few cars to become iconic.
Danny Hopkins on the E-type
It’s easy to get a bit blasé about the E-type. It’s always the car they use on TV to describe a classic sports car, it’s always in the top ten most ‘beautiful’, ‘iconic’, ‘desirable’… ‘you add your criteria’ cars online or in a tabloid. There’s always one at a show, with its owner, having achieved the dream, looking a bit pleased with themselves. So, yes, I have been guilty of simply walking on by to look at something rarer.
But stop and imagine the car world without it? It is eye searingly gorgeous from every angle, it looks like nothing else on four wheels, it is still properly fast and it still makes people grin from ear to ear. It’s the Supermarine Spitfire of the road. A world without that would be a markedly less beautiful place… less fun.
There is a theory too that every petrolhead, however sniffy they are about Jag’s work of genius, has an E-type shaped gland in their carbrain, that sometimes swells up a bit, sometimes even to the extent that a consideration is made about worldly possessions. If I sold everything, could I afford a project? Maybe?
Saying all that, you do need to answer the question, is it actually any good because it’s difficult to break away from the ‘idea’ of an E-type. Once you get away, far enough, and remember the fact that it is, away from that noise, simply a car you can approach it objectively.
Here’s the best bit. I’ve driven numerous E-types from early series one cars to the last off the line V12, HDU 555N, and the good news is, in decent fettle, they drive as well as they look. OK, you need to forgive the long throw on the earlier gearboxes, or the relaxed driving nature of the V12 (E-type morphed from sports to grand tourer for series III), but every time I have sat inside the curved flanks of the most beautiful car in the world, the driving experience has actually delivered. Truly excellent, truly unforgettable. I haven’t really explained why the E-type is in the top ten yet though… oh well, no need.
9. Volkswagen Beetle
Introduced in Germany 1938, the last Beetle saloon built in Europe rolled off the line at the Emden plant on January 19, 1978, with the final cabriolet produced at the Karmann facility in Osnabruck on January 10, 1980. However, production continued in Mexico until 2003, while the Beetle’s total manufacturing total of 21.529,464 million units is the most of any car of a single platform. Available as a saloon or cabriolet, its production period of 65 years is also the longest of any single generation of motor vehicle.
Matt George on the VW Beetle
Of all the cars here, perhaps only the Mini can rival the Beetle for ubiquity, longevity and – ultimately – popularity. From inauspicious beginnings in the Thirties, it literally took over the world, with America especially falling under the spell of the humble ‘Bug’. With Volkswagen translating to ‘People’s Car’, that’s exactly what the Type 1, or Beetle as we more commonly know it, was. All things to all men, it was affordable to buy, cheap to run and, given that it didn’t really have much in the way of technology, simple to service fix when required, too.
Of course, design is another factor in making a car iconic, and in the 20th century there weren’t many cars that looked like the Beetle. It was generally accepted that smaller family cars would be boxier and share some DNA with rivals on the market and yet the Beetle went against this… it flouted expectations and went against what was expected of family car, leading to a startling increase in demand for the car globally. Factories were built in Canada, Brazil and Mexico and in the Sixties, it became the most imported car in the United States.
I once owned a 1968 Beetle, albeit one that had been modified in the ‘Cal Look’ style with a huge 2110cc engine, but it still retained the character and feel that made the Beetle such a huge favourite over the decades. Driving that car allowed me to understand just what it is about the Beetle that gets under your skin, even if you can’t fully explain what that is. There is a very good reason why it has continued to endure in the hearts of many thousands of obsessive enthusiasts worldwide.
10. Ford Capri
The Ford Capri, ‘the car you always promised yourself’ was made over three generations between 1969 and 1986. It was Europe’s answer to the Mustang, and was destined to be the Ford Colt, had Mitsubishi not nabbed the monika first. A blistering success the first year alone the Capri found over400,000 new owners with just under two million over three generations rolling off the production line. The car was a TV star featuring in iconic series such as Minder, The Professionals and Only Fools and Horses.
Danny Hopkins on the Ford Capri
No surprise that the Capri is the top Ford, with the MkIV Electric version just launched. It’s been almost 40 years since we saw a Capri on sale new and, it has to be said, the latest incarnation possibly doesn’t capture the imagination in the same way the original version did. Back then it was a revelation… a people’s Grand Tourer.
A back street racer for all. You could be Steve McQueen… even in Basildon, and even if you only had 1.3 litres to enjoy.
With a huge range of spec levels and engine options (straight-four, V4, V6, V8), there was a Capri for everyone from lowly L to luxurious Ghia and the blistering raced honed RS3100 or end of the line 2.8 Tickford Turbo that could reach 60 in seven seconds. All Capris were aimed at the mass market but with a specific remit, to make the owner feel special, whatever their financial station in life.
And it worked, the sales figures alone show that. Its popularity was mainly due to the way the it looked, with a long bonnet, curvaceous rump and aggressive stance. There was no mistaking it, this was a statement car, despite four seats and a practical boot and later hatchback. The way the Capri drove also gave it appeal, despite humble underpinnings.
I have driven dozens of them, including the awesome 5-litre Perana, and I owned my own Diamond White 1.6 MkIII (early car, pre-Laser) for a couple of years. Yes, none of them possessed the finesse and subtlety you get from some European performance cars, but what you always enjoyed was a fantastic driving position and rorty, rear wheel drive ‘dirty’ energy. Getting into a Capri always makes me feel special and a bit nasty (in a good way), while few cars pass the ‘look back from the front door’ test so easily.
11. Triumph Herald/Vitesse
The ladder chassis, clamshell bonnet and simple rugged mechanicals make the range (made between 1959 and 1971) both easy to work on and fun to own. They also have style, a slice of bijou Americana for the British market, in a perfect package. The Herald and later 13/60 are great town cars with zippy four-pots and a fantastic turning circle, the Vitesse has that gorgeous Triumph straight-six in either 1600 or 2-litre form. Fast and lairy (potentially scary) fun.
12. Ford Cortina
Five generations of Fords bore the Cortina badge, with the car being named after which hosted the 1956 Winter Olympics. It was a marketing exercise to make Ford products sound exciting and was first applied to the blue Oval’s saloon in 1962. The boxier MkII ran from 1966-1970 and in the first year of its release, the MkIII TC became the UK’s best-selling car. With its ‘Coke Bottle’ styling it was a larger offering than its predecessors and so different under the skin that Ford considered ditching the name. It didn’t and in 1976 we got the MkIV and finally, in 1979 the MkV.
13. Lotus Elite/Eclat/Excel
With jaw-dropping looks, the 1974-1982 Elite was Hethel’s attempt at an upmarket 2+2 sports car and was the last Lotus to get the engineering expertise of Colin Chapman. The Elite was joined in ’75 by the sportier Éclat – its fastback body forming the basis of the 1982-1992 Excel, which had mechanical input from Toyota, body-coloured bumpers (from 1984) and (later) flared arches. The Elite/Éclat and Excel are highly prized by owners who appreciate the unique mix of comfort, performance and Lotus’s trademark agility in the bends.
14. Citroën DS
More than 80,000 deposits were taken within a week of its launch in 1955. Citroën's front-wheel drive masterclass in comfort gave us innovations such as directional, self-levelling headlamps (from ’67), while it was the first mass production car with disc brakes. There could have been more; sadly, the DS ended up with a revised version of its predecessor’s 2-litre lump instead of an air-cooled flat-six – engine designer Walter Becchia unable to overcome the colossal challenges of a big air-cooled lump.
15. Triumph TR6
Although production began several months earlier, the TR6 was officially introduced in January 1969 as a new model. The final TR6 was produced on July 20, 1976. Of the 91,850 TR6s made, 83,480 were exported, almost all of them to the United States, while just 8370 were sold in the UK. Still popular today, if you’re looking for the full (and admittedly clichéd) ‘hairy-chested British sports car’ experience, the ’6 will give you that in spades.
16. VW Golf
The benchmark against which all hatches are judged and, in GTi form, the one that truly brought the ‘hot-hatch’ to the attention of the masses, VW’s replacement for the Beetle ushered in a new era of motoring. While there have been more flamboyant hatchbacks, the Golf was infused with the qualities that endeared it to the public from day one – build-quality, dependability, practicality and badge-appeal. VW got the blend right from day one, replacing the Beetle with the MkI in 1974.
17. Jensen Interceptor
All of the Interceptor’s numbers were big, which is why you always wanted one in huge price tag (more than an Aston), ferocious fuel economy and fast as you like. American grunt, British coachbuilding and Italian design come together in this car to produce a glorious object of pure desire. Designed by Touring in Turin, the Jensen team drove out a CV8 for the Italian firm to remodel. It was driven back months later as the prototype ’Ceptor’. The Kelvin Way factory produced the West Bromwich supercar from 1966 to 1976, and it’s pull is still immense.
18. Triumph Dolomite
Triumph’s extremely handsome 1971 mid-sized saloon, was sold alongside the developed from 1965’s FWD 1300. Codenamed Ajax, it was a Triumph Herald replacement and was very well received at launch. The name ‘Dolomite’ had been used by Triumph for a range of models prior to the Second World War and this was revived for the new car. Between 1972 and 1980 79,010 were made including the rapid, 16v Dolomite Sprint, the world’s first mass produced multi valve car with a 0-60mph time of around 8.4 seconds.
19. Triumph Spitfire
It appealed to a new generation of rakish gentleman but even today, simply saying ‘Spitfire’ fills you with a sense of excitement, even if it comes with a BL badge. Introduced to pinch sales from the Austin-Healey Sprite, under the stylish bodywork designed by Giovanni Michelotti, you’ll discover a shortened Herald chassis, running gear and engine. Basic and inexpensive, the Spitfire still offers affordable thrills today and is a reminder of how much fun you can have in two-seat British roadster.
20. Ford Escort (RWD)
The MkI was as big a hit on the motor sports scene as with UK families. What appealed about it when it was current remains the same today. The first-born Escort provided affordable transport for suburban families, and its success on the world rally stage created an allure that tricked down to ‘lesser’ models. Every man and his dog dreamed of an Escort Mexico or RS1600 or RS2000, even if they had to ‘settle’ for De Luxe or Super.
21. Fiat Panda
One of the greatest people’s cars in history continues to win fans who enjoy the Panda’s boxy, utilitarian approach to motoring; highly adaptable and removable deckchair seats, uncluttered cabin, flat glass, a single wiper, and simple body pressings – a third of its surface area was made of impact resistant material. Sold in Italy until 2003 (1995 in the UK), whether it’s slotting through Milan’s narrow streets or bouncing across farmland in 4x4 form, to this day the Panda remains a car for everyone.
22. Triumph TR7
Nostalgia for the Seventies and an overdue reassessment of Leyland’s long-maligned sporting wedge have seen values rise and enthusiasm flourish over the past few years. Big boot, long legs, great looks and fantastic club and specialist support – it’s a great touring car that majors on comfort rather than outright performance, unless you plump for a TR8 (incredibly rare), in which case you will be the equal of any hot hatch. It’s a worthy top 30 car and one that we think can only increase in popularity as the design matures.
23. Sunbeam Alpine/Tiger
In our June 1980 issue, PC editor Paul Skilleter attempted to banish the Alpine’s unfounded reputation as ‘a gutless wonder for middle aged women to take children to school in’. He argued that the elegant Alpine was more civilised than rival cars from MG, having been developed more as a refined grand tourer using highly dependable Rootes innards. The Alpine’s V8 sister was nevertheless the headline grabber and, these days, both models are justifiably and universally adored.
24. Triumph GT6
Baby E-type. Bit of a cliché, but there’s some truth in it. The Michelotti lines and six-cylinder engine make it feel and look like a cat that shrunk in the wash. It is a joy to work on and surprisingly easy to drive, with real performance available. A huge choice of clubs and specialists make this a rightfully popular GT.
25. Triumph 2000/2500
Styled by Giovanni Michelotti, the Triumph 2000 was introduced in 1963 and, through both MkI and MkII models, stayed in production until 1977, with 324,652 cars built in that time. The 2000’s trump card is its practical nature and all-round usability, with plenty of space and a huge boot. Plus, the top of the range model gained a measure of motorsport notoriety, with factory-entered 2.5 PIs finishing second and fourth in the 1970 London to Mexico World Cup Rally.
26. MG Midget
Built from 1961 to 1979, the Midget has become a stalwart of racing, auto-tests hill-climbs and any other form of spirited driving you can to imagine. The Midget MkI was essentially a re-badged Austin-Healey Sprite MkII with a 948cc A-Series engine. The MkII appeared in 1962 with a more powerful 1098cc lump, which was increased to 1275cc in 1966 with the MkIII. To meet US safety regulations, we got the rubber -bumpered 1500 Midget in 1974. All in, 26,601 were built during the 18-year production run.
27. Mazda MX-5
Mazda took a huge risk with the MX-5, producing a soft top two-seater out of the era of the hot hatch. It was a master stroke, and a huge success, indeed the MX-5 is the most successful sports car of all time. The reason is simple, it is a work of unrivalled genius. The American credited as Godfather of the MX-5, Bob Hall wanted a British two-seat sports car that was reliable and fun to drive. He got it, and some… over a million have sold through four generations and the passion is as strong today as it was at launch.
28. Reliant Scimitar
The Scimitar SE4/5/6 and 8 were produced between 1964 and 1986 and all used a glassfibre body over a steel frame chassis. Ford running gear was preferred and each car was hand built at Reliant’s Tamworth factory. The 1968 launched SE5 and 1975’s SE6 were designed by Tom Karen as a ‘shooting brake’ and became favourites as truly practical sports tourers. Princess Anne owned a series of them, only stopping as it was impossible to fit the car with bullet proof glass and panels.
29. Peugeot 205
Launched in 1983, the 205 is the small Peugeot most are familiar with today. If you didn’t own one in the Eighties or early Nineties, a friend or family member certainly did and, in GTi form, it was and still is something many people lusted after. In fact, the 1.9 GTi remains the hot hatch that all small sporting Peugeots are judged against.
30. Saab 99/900
Despite the slippery Kamm tail profile being all the rage, Saab went its own way in 1968. The aerodynamic wraparound windscreen, concave rear end and aircraft style cabin set it apart, along with a forward-opening clamshell bonnet that allows you to dump fallen snow onto the ground before your morning commute. With front-wheel-drive, thick steel and effective heating, Saab introduced extra refinement from 1978 in the form of the similarly unique 900.
31. Austin Healey 100/3000
From its origins as a Healey 100 at the 1952 London Motor Show, where Leonard Lord offered to build it, the Austin-Healey 100 developed from its 2660cc beginnings through 100M, 100S, 100/6 to, with the enlargement of the Westminster-derived straight six to 3 litres, into the Austin Healey 3000 of which 43,000 examples were built. You feel like a hero behind the wheel. Healeys were hugely popular in the US, so left-hand drive imports are common.
32. Ford Escort (FWD)
It was all-change for the third generation Escort. Launched in 1980 it was a totally different animal under the skin than its predecessor, with front-wheel drive and a more user-friendly hatchback. It was the perfect grocery-getter and a credible and cheaper alternative to a Golf. Sporting models upped the sex-appeal and the ‘Fast Fords’ are the ones we all wanted our dads to buy. XR3s, RS Turbos and Cosworths set the pulses racing, but fourth generation Escorts (1986), the MkV (1990) and the sixth-gen models (1995-2002) even in humdrum boggo spec are a huge hit at shows today.
33. Rover P5
A firm favourite of the late Queen Elisabeth II, who carried her personal number plates JGY 280 on all but her last P5B (which carried JGY 280K), as well as being extensively used as government cars (infamously Margaret Thatcher first arrived at Number 10 in a P5B), 69,000 were built between 1958 and 1973. Larger than the P4 and powered first by a glorious 2995cc straight six and later by Rover’s Buickderived 3528cc V8, the David Bache-designed cabin, exquisite build quality and prestige were, and remain, the main appeal. Simply sumptuous.
34. ADO 16 1100/1300
The ADO16 was marketed under various make and model names; however, the Austin 1100 and Morris 1100 were the most prolific of all the variants. Launched in 1962, it was Britain's best-selling car from 1963 to 1966 and then from 1968 to 1971. In production for 12 years, the ADO16 range sold 2.1 million units between 1962 and 1974. An Issigonis engineering masterpiece, it was the car that sealed his reputation after the earlier success of the Morris Minor and Mini.
35. Hillman Imp
Rootes’ response to the Suez crisis, around 440,000 Imps were built in Scotland between 1963 and 1976, and like many of the classics in this list spent much of their lives as cheap, utilitarian transport. But fast forward and their ubiquity and consequent disposability means that in 2024, there are less than 800 left on UK roads. While reliability issues blighted early cars, today the car is universally and obsessively loved.
36. Jaguar XJ6/12
The original XJ was a work of simple beauty. Low, wide, without unnecessary fuss and with a rightness of stance and proportion that worked from every angle. It used the nowlegendary XK engine, which delivered ample power and the new V12 unit that created what many saw as the most refined saloon car on the entire planet. So, the XJ was a genuine world beater, and one that Jaguar struggled to match demand for during the first years of its life.
37. Vauxhall Viva HC/Firenza/ Magnum
The Viva HC was the last incarnation of Vauxhall’s small family car that was produced over three generations between 1963 and 1979. The third-generation HC series was the last solely Vauxhall designed passenger car when it eventually ceased production, it was also the basis for the hottest Vivas of all, the sporty Firenza and Magnum. The Firenza coupé, and in particular the High Performance (HP) model with its aerodynamic nose and beefed up 2.3-litre twin carb engine mated to a ZF five-speed gearbox, quickly became a legend.
38. Morris Marina/Ital
Built from 1970-1980, some 1.2million Marina’s were built before British Leyland replaced it with the Ital, that soldiered on until 1984. According to the legendary Harris Mann, who designed the Marina, ‘It was Roger Tucker, a member of my team, who came up with a scheme of how easy it was to change the existing car. But Harry Webster (BL’s Technical Director) decided to ship it all out to Giugiaro’s Ital design to engineer. They called it the Ital to make people think the car was designed in Italy. But we know better.’
39. Ford Granada (all versions)
Ford applied the Granada moniker to its executive offering from 1972 until 1994. A total of 504,747 MkIs were produced and a further 918,969 MkIIs. As well as being voted European Car of the Year in 1986, the MkIII was the first European volume production model to come with anti-lock brakes as standard. The internet reckons there are just 699 Granadas left on our roads, but you only have to dig out your old The Sweeney box set to reacquaint yourself with this former staple of the UK motoring landscape.
40. Rover SD1
A generation of police officers, crooks, bank managers and families adored life with the gracefully styled ‘Specialist Division 1’ – despite the well-known reliability quirks. But let’s not dwell on such things; Most savvy owners have worked out how to overcome all that, in part thanks to the brilliant clubs and specialists out there who recognise the big Rover for what it is – one of the most distinctive, satisfyingly imperious classic execs ever made.
41. Land Rover Series 1
Built between 1948 and 1958, this was the first of the breed. Leaf springs fore and aft defined the Series range of vehicles, while the boxed steel chassis provided a solid basis for the somewhat agricultural bodywork. Designed by Maurice Wilks in 1947, and based loosely on the Willies Jeep that had been so successful during WWII, refined a Series 1 is not; nor are early parts particularly easy to find, but with strong club support and a legacy longer than any other, there will never be a time not to love a Series 1.
42. Austin A30/A35
The new baby Austin had a big job to do upon its launch in 1951 – beat its nearest rival, the Morris Minor. It also had a first for the British motoring industry – a monocoque body. It was powered by an 803cc engine, which became known as the A-series engine that, in a weird quirk of fate, ended up in its Morris rival when the companies merged to become the British Motor Corporation (BMC). With 223,264 produced, the A30 morphed into the A35 in 1956, of which 280,897 were made until the curtain fell in 1968.
43. MGF/TF
Developed from the parts bin on a minuscule budget, the Hydragas-suspended MGF and its coil spring TF successor (from 2002) were remarkably competent, a tribute to Austin Rover engineers. A combined total of around 116 ,000 were built, non-continuously, between 1995 and 2011.
Utilising two Metro front subframes and the much maligned (but very clever) K-series engine, this plucky mid-engined sports car seldom gets the recognition it deserves.
44. Talbot Sunbeam Lotus
A 1.6GSL shell was stuffed with a 2.2-litre slant-four engine mated to a ZF gearbox, for which the tunnel had to be widened. Those wheels offered a weight saving over standard issue items, while the suspension was stiffened, too. The resulting car hit the brief, winning the 1980 RAC Rally.
45. Land Rover Defender 90
One of the most recognisable shapes of any car ever built, the coil-spung platform replaced the Series cars in 1983, first with the with the One-Ten, followed by the Ninety and, in 1990 with the introduction of the 200TDi engine, the Defender name was born. The 200 TDI gave way to the 300TDI, TD5 and finally Ford’s Puma engine, and yet, visually, the Defender’s shape remained virtually unchanged until production ended once and for all in 2012.
46. Porsche 924/944
The 924 was produced from 1976 until 1988. It was a sales success, with just over 150,000 made. The two-door, 2+2 replaced the 912 and 914 as the company's entry-level model and looked extraordinarily modern compared to the outgoing models. The 944 took up the baton where the 924 and 924S left off and was available from 1982 until 1991. With over 163,000 cars built, the 944 was the most successful sports car in Porsche's history until the introduction of the Boxster.
47. MGA
Early cars were fitted with a 1489cc B-series before this was enlarged to 1588cc in May 1959 and again to 1622cc in 1960. A twin cam model came in 1958, however reliability issues put paid to success in its day. Get one now, though, and those issues have long been resolved (lowered compression). Parts supply, thanks to BMC’s ‘sharing is caring’ attitude to parts interchangeability and an incredibly active club scene, is good and while the ’A might not be quite as refined as it’s replacement, it remains a superb drive and, well… just look at it.
48. Saab 92/93/96
From a time when engineers were let loose to weave their magic, Saab’s first production car arrived in 1949. A futuristic machine with a 764cc two-stroke and freewheel device to overcome oil starvation on overrun, rally success came straight away and continued throughout its lifetime.
After toying with the idea of using power from a BMC A-series, Rootes Imp and Lancia lumps, Saab developed and installed a four-stroke Ford Taunus V4 from 1967. There's nothing else quite like it.
49. Smart Roadster
Despite good sales in a three-year lifespan, the Roadster was a financial flop thanks to warranty claims. It was otherwise a brilliantly engineered budget funster.
Inspired by the Sprite's use of Austin oily bits, Smart used innards from its city car. These days, having eliminated the foibles, a dedicated band of owners are enjoying low running costs and increasing rarity.
50. Austin Metro
The 1980 Metro arrived very late to the party – Fiat, Peugeot and Renault having already feasted on the desire for small hatches – but it was worth the wait.
This well packaged gem enjoyed an 18-year lifespan and sales of two million. Having come out of the Mini’s shadow, it has a cult following among younger enthusiasts who cherish all Metros, from early 'innie' headlamp base models to Rover 100 badged versions. All are as cheap and easy to work on as they always were.
51. Fiat X1/9
A joyfully spirited mid engined Seventies wedge that delivers everything you would want from a diminutive revvy two seater along with unexpected comfort for long journeys. The mini-Ferrari feel to it went down extremely well with buyers, as evidenced by the X1/9's long and healthy lifespan. Fiat built it from 1972 to 1982 and Bertone carried on until 1989. 16,000 were produced… and around 1250 examples are known to have survived in the UK.
52. Jaguar Mk2
Unmistakable and a stunning leap forward for Jaguar in terms of performance, handling and ride quality, the sublime Mk2 was made from 1959 to 1967. A development of the Mk1 that launched in 1955, the car was both famous and infamous, starring as it did in numerous cops and robbers shows with the Inspector Morse series sealing its fame.
53. Lotus Elan
This is the legendary Lotus that inspired Mazda to go ahead and build the MX5. It's a work of engineering genius, too. Light, tight and fast as you like, it defined what a sports car could be for more than a generation. The 2+2 is just as pretty as the two seater, both are as sublime to drive as each other and justifiably have a fanatical following.
54. Jaguar S-type
The bank robber’s favourite of 1963 to 1968 is more than just a Jag Mk2 with a bigger boot – it was a larger and more sophisticated car, with lower running costs than the gargantuan MkX. Its sophisticated independent rear suspension made it a sharper car to drive, too, owners enjoying power options of either 3.4 or 3.8-litres.
55. Datsun 240Z
Such was the 240Z’s popularity in the USA that its UK launch was delayed by a year due to great demand across the pond. Before the 240Z, Japanese cars were often seen as rather quirky, low-rent and a bit dreary, but Japan’s Mustang-rival changed all that with its grunty, silken straight-six and styling that still drops jaws today.
56. Hillman Hunter
The ‘Arrow’ saloons marked a sea-change for Rootes Group, giving the company a credible and arguably more upmarket rival to the Ford Cortina, with modern square-edged styling. The 1725cc twin-carb ‘Holbay’ Hunters were classy sports saloons, while Humber Sceptre and Singer Vogue variants added more class.
57. Porsche 911
What’s not to love about the iconic rear-engined Porsche 911, apart from maybe its fondness for lift-off oversteer? An instant classic in all of its guises, the 911 has become one of the all-time classic legends, and while early cars now command strong money, those from the Nineties onwards are surprisingly affordable for what you get.
58. Riley 1.5/ Wolseley 1500
The Riley 1.5 (OnePoint-Five) was the twin of Wolseley 1500, but its twin carburettors gave it a peppy extra 18bhp – up to a thundering 68bhp. It also got luxuries such as a rev counter and larger brakes, along with standard leather seats. This was sumptuous class with a dash of sportiness in a very neat package.
59. Land Rover Series 2/3
The original and best of all, some would say, the Series generation Land Rovers were – and still are – part of the furniture in Great Britain. It's essentially a giant Meccano set with wheels, with instantly recognisable styling and the kind of peerless off-road ability that even today, remains the byword for the Land Rover brand.
60. Ford Popular
Popular by name and popular by nature, Ford’s 1953 to 1962 car for the people was renowned for its simplicity and was the cheapest new car in Britain for a while. Today, both 103E and 100E models are easy car to work on, either as a standard car or as a custom conversion – it’s as popular with hot rodders today as it always was.
61. Triumph TR4/4A
Achingly pretty Michelotti-penned styling made the TR4 and later 4A, which gained independent rear suspension, a hugely desirable car when new. It still is today, with legions of owners united by a host of brilliant clubs. Being the first, many suggest this is arguably the best-looking of all the TR models.
62. Triumph TR2/3/3A
The TR2, 3 and 3A were the models that put Triumph on the sports car map, and they’re as popular now as they were in the Fifties. Simple ladder frame construction and superb parts backup mean that many of those exported have returned and been restored – they’re a great choice to restore at home.
63. Vauxhall Cavalier
Each and every generation of Cavalier was the salesman’s weapon of choice – designed perfectly to perform as comfortable long-distance cruiser and affordable, easy-to-maintain family car. Durability, simplicity and captivating nostalgia make any model of Cavalier a great everyday classic.
64. Range Rover
As British Motor Industry icons go, the innovative Range Rover is hard to beat – whether it is being used as wipeclean farm wagon or yuppie-mobile, it was the car that gave us the luxury SUV. Yet underneath its simple ladder-frame chassis and venerable Rover V8 make it the ideal car for the DIYer.
65. Ford Sierra/ Cosworth
The car that broke the ( jelly)mould for fleet and family favourites was one of the biggest influences on car design, yet it retained simple Ford mechanicals which made it easy to maintain. Remembered by millions and with a Cosworth halo shining over the range, it’s the perfect PC classic.
66. Proton Saga
Blame the youngsters and online content creators for the remarkable rise in the original Proton’s popularity. The Malaysian iteration of the 1980s Mitsubishi Lancer was cheap, trusty family transport back in the Eighties/ Nineties and has become cool in its own right – there’s even a Hot Wheels model!
67. Jaguar XK8
It took a long while for Jaguar to replace the XJS, but when it did, it did so with style. The XK8’s stunning classic-inspired lines and sweet XK V8 engine make for the perfect classic touring car ingredients, and as is the case for many a Jaguar, the XK8 is one of those cars that's getting even better looking with age.
68. Opel Manta A/B
Germany’s Ascona-based 1970 Capri rival used proven General Motors mechanical components including the classic slant-four. The long-lived 75-88 Manta B is as almost as scarce as the original now. Both versions still look sensational, yet owners report they're thankfully simple and easy to maintain.
69. Ford Probe
Ford gave us numerous concept Probes in the 1980s before finally giving us this one in 1993. With its popup headlights and full width rear light panel, the Ford Probe is so Nineties it hurts. They’re becoming rare but are still affordable for a grand tourer with effortless oomph and one of the smoothest V6 engines ever made.
70. Rover 800
The last of the truly great big Rovers. It has taken a while, but the 800 is finally gathering momentum in terms of pricing, so buy the very best 800 you can right now if you don’t want to miss out.
71. Vauxhall Carlton/ Lotus Carlton
The Looney Tunes Lotus shines a halo over the entire Carlton range, but the lesser examples of the big Vauxhall also have broad appeal. Brilliantly reliable and still extremely handsome today, the GSi 3000 is a particular treat for keen drivers.
72. Alfa Romeo 156
The car that saved Alfa Romeo looks as beautiful today as it always did and the best examples are now emerging classics, a quarter of a century since it made its debut. All models have immense appeal, but those with the legendary Busso V6 are seriously special. Just beware of rust in the sills and rear floors.
73. Fiat 124 Spider
More delicate when compared to an MGB but arguably twice as engaging to drive, the 124 Spider is probably one of the prettiest cars ever made, while the charismatic Lampredi twin-cam engine has an appeal all of its own. Most available in the UK are LHD imports, but don’t let that put you off buying.
74. Lotus Elise
Now widely seen as one of the greatest sports cars in automotive history, the clever bonded construction and brilliant-handling of the 725kg 1996 Elise was true to Colin Chapman’s mantra of ‘simplify, then add lightness’. Early cars have a Rover K-Series engine, so are a doddle to maintain and all spares are available.
75. Mercedes W124
Unashamedly traditional in every respect, the Mercedes W/S124 set the benchmark for Eighties build quality. It’s not unusual to find one with hundreds of thousands of miles on the clock and it’ll still drive beautifully. Estates, cabrios and coupés are most sought after, but all 124s are great.
76. Austin/Rover Montego
As the last car to be launched with an Austin badge, the 1984 Montego replaced the Acclaim, Ambassador and Ital in Austin Rover's saloon line-up. This fleet favourite lasted until 1995 and was a cleverly packaged car, using the centre section of the Maestro to keep costs down. Find one that's been cared for and you'll discover crisp handling and loads of room. In particular, Countryman estates are wonderfully useful.
77. Reliant Robin
Why have four wheels when you can get away with three? The 1973 Robin is the world's second most popular glass fibre car after the Corvette – and was built for 30 years. Tamworth’s tripod has a cult following today and while a Robin is hardly the last word in refinement, it's extremely easy to own and a lot of fun.
78. Vauxhall Calibra
Once the most aerodynamic production car in the world, the Wayne Cherry/Erdhard Schnell-designed Opel Calibra replaced the Manta in the UK in 1989. Innovative slimline headlamps and stunning looks clothed mechanicals shared with the Cavalier, so the Calibra is pleasingly straightforward to own and run these days.
79. Jaguar XJS
Many an eyebrow was raised in 1975, but a 20-year production life proved the XJS to be worthy of any flagship Jaguar. More than 27,000 were built and survivors now command surprisingly strong values.
The V12 is wonderful but complex, while the later six-cylinder versions are more straightforward and a little more reliable.
80. Alfasud
Built in the south of Italy from 1971 to 1989 (hence the name), this is one of the greatest family cars ever made. No small saloon has a right to drive this well but a boxer engine and low centre of gravity guarantee thrills. Poor steel and box sections full of foam didn't help it but Pretty Giugiaro styling did – it was a hatchback from 1981. Rare and collectable.
81. Rover P4
The good old ‘Auntie’ Rover is as quintessentially British as a classic car can get – graceful looking, beautifully made and sturdy, it’s a car that oozes charm at every corner. Looks can be deceptive – six-cylinder models can really get a move on and sound wonderful. Built from 1949-64, plenty survive thanks to a great club and thorough engineering.
82. Audi Quattro
Sometimes a car can build a brand and that’s exactly what the 'Ur' (original) 1980-91 Quattro did for Audi. World rally success turned a previously little-known manufacturer into a name synonymous with permanent four-wheel-drive and turbocharging. A well sorted Quattro is a very usable high-performance classic.
83. Wolseley 4/44 – 15/50
Wolseley’s glorious big saloon is the very definition of Fifties streamlining and British sophistication, making it a truly gorgeous car to look at these days, too. The 4/44 has an engine derived from that of the MG T-Series, while the 15/50 is a bit easier to look after as it has a trusty BMC B-Series under that delightfully elegant bonnet.
84. Volvo 140/200
Boxy but brilliant, the slab-sided Swede was built from 1974-’93 and is one of the most durable cars ever – sturdy, reliable and surprisingly a lot of fun to drive, especially in later GLT form. A host of innovative safety features appealed to almost three million buyers. The estate is legendary – a more useful classic does not exist.
85. Renault 4
Somehow less iconic than a 2CV despite selling more in total, the roomier 1961-1994 Renault 'Quatrelle' is a barrel of laughs to drive, thanks in part to its soft torsion bar suspension. With the first million produced by 1966, there are still plenty of examples to choose from today. It is simplicity itself to maintain, while parts availability is excellent.
86. MG Magnette
The graceful looking ZA/ZB Magnette shared its beautiful curves with the Wolseley 14/44 and Riley Pathfinder, but with a more powerful BMC B-Series under the bonnet. The later Mark III/Mark IV model was based on the BMC Farina. All are pretty and very easy to own, and that elegant ZB dashboard is a real work of art.
87. Lotus Esprit
The first of two projects born in 1970 (the first being the '74 Elite) the wedge-shaped profile of the original 1976 Esprit is unmistakable, while the later post 1987 Peter Stevens model is one of the most handsome supercars ever made. A long life is all the proof needed, with the final Esprit leaving Hethel in February 2004.
88. BMW E30
The epitome of yuppiedom in its heyday, the 1982 E30 remains one of the best-looking compact saloon cars of its era, as well as being beautifully finished. All are dependable, making it the perfect usable Eighties classic. Plenty of engine and trim choices out there, but extra points for the handy (and rare) Touring version.
89. Ford Puma
Ian Callum styling and a chassis tirelessly perfected by Richard Parry-Jones added a dose of unexpected exotica to Ford's baby coupé. Add to the pinsharp steering Ford's fizzy 1.7-litre, breathed on by Yamaha, and the Puma is not only one of the best drives of the 1990s, but of all time. Ford tax has yet to be added, so buy now!
90. Rolls-Royce Silver Shadow
There’s something very special about a Silver Shadow and now that most of the tarted-up wedding cars have vanished, the nice examples really do look the part. Then there’s that wonderful six-and-three-quarter-litre V8. It's easier to maintain a Silver Shadow than you might think, too.
91. Volvo Amazon
As pretty as it is sturdy, the 1956-1970 120 Series 'Amazon' is blessed with Volvo’s famous build quality. They’re easy to work on too, while parts are plentiful, making it a truly practical classic. It was also a landmark car for safety, being the first to be fitted with three-point seat belts as standard.
92. NSU Ro80
Ahead of its time at launch and for years after, the European Car of the Year 1968 got smooth rotary power and a semi-auto gearbox. It was an aerodynamic masterclass, right up until production ended in 1977. While the extraordinary Ro80 requires specialist knowhow, the Wankel reliability issues were overcome long ago.
93. Austin Maestro
Replacing the Allegro and Maxi, the 'miracle Maestro' as it was dubbed at launch in 1982, is a car with hidden depths, be it base spec, sporty MG version or the talking Vanden Plas. It had a long life, lasting until 1995. Simple to own and look after yet surprisingly agile in the bends, good ones are now quite sought-after.
94. Volvo P1800
Built by Jensen and styled like nothing else on earth, the 1961-’73 P1800 is a beautiful piece of design and makes a tremendous classic tourer. It may possess concept car looks, but the P1800 isn't a difficult car to run, with teriffic club and parts support nowadays. The shooting brake 'ES' appeared in 1972.
95. Ford Anglia
Prepare for the Harry Potter references, but they shouldn’t put you off the Anglia 105E, which was Ford’s bestseller for over a decade. Studebaker looks concealed simple mechanicals. They are also easy to tune, so a barrel-load of fun to be had.
96. Toyota MR2
Toyota’s 'Midship Runabout 2 (seater)' of '84 was derived from a 1976 design project aimed at building a car that was both cheap and fun. What resulted was rewarding to drive, thanks to help from a former Lotus engineer, while the wedge-shaped styling and cabin take you right back to the Eighties.
97. BMW E28
This second generation 5 Series arrived in 1981, setting new standards for refinement, build and performance in the case of the hot models. It also furthered the firm's distinctive quad headlamp look. From 518 to M535i and M5, every version of the E28 is still great to drive and with great club support, pretty simple to look after.
98. Ford Focus
It’s amazing to think that over a quarter of a century has passed since the Focus first wowed Ford’s critics with its unbeatable combination of sharp handling, eager performance and low running costs. Drive one today and it astonishes with steering that shames modern hatchbacks. The time to buy is now!
99. BMW Z3
The Z3 made its global debut in a James Bond film, which is a pretty cool claim to fame. It’s ageing beautifully, yet it’s also a doddle to look after as beneath that bulging bodywork, it’s pure E36 3-Series. The 1.9 is cheap useable fun, the 2.8 has loads of creamy smooth power. Growing in popularity, the proof is that it's on this list.
100. Toyota Supra
Powerful with perfect poise, each generation of Supra has pushed the performance envelope further than the last. Yet each generation also goes through a period where values tank. So buy when the prices are cheap. Then sit back and wait. Fabulous, fantical followers.
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