25 of the best collector cars to buy and drive in 2025 for under $25,000
The following selections are based on average № 2 or 3+ condition values compiled from Hagerty/Broad Arrow Group, RM Sotheby’s, and Gooding & Co. They have reached the bottom of their depreciation curve and, kept in like (№ 2 or № 3) condition, are most likely to appreciate while still providing driving enjoyment at a reasonable entry point.

1983 – 1984 Subaru BRAT Turbo

Current average value: $22,750 – 23,700
Projected growth: 15%

Late to the game in the highly popular and lucrative small pickup market, Subaru needed an entry and needed one quick. Having already established itself as a maker of small four-wheel-drive vehicles, the Malcolm Bricklin-formed Subaru of America (SoA) persuaded its parent to create an El Camino-like ute from its existing Leone wagon. The first gen was introduced for the 1978 model year as a class-of-one mini-truck with 4WD capability and carlike comfort (the distinctive bed-mounted jumps seats allowed SoA to classify the BRAT as a passenger car, thus circumventing the so-called “chicken tax” tariff). Initially powered by a durable but leisurely 67-hp 1.6-liter boxer engine, power was slightly more respectable (73 hp) with the 1.8-liter that accompanied the redesigned (but still Leone-based) 1980 model. Still not much of a thrill, Subaru turned to turbocharging for the 1983 and 1984 models. Now with 94 hp, it could reach 60 mph in under 15 seconds on its way to a 100 mph top speed. Not the stuff of the other boxer-powered Turbo in mid 1983, but on par with its naturally-aspirated competitors from Datsun, Ford/Mazda, Isuzu/Chevrolet, and Toyota, all still subject to the 25% tariff. These days, a riding mower can outrun it, but they hold their appeal in their funky quirkiness and are surprisingly fun to drive. Though built to last, many have been lost to neglect and are seldom found in guideline condition. Worth their unique place in automotive history and the conversations they tend to start.

1984 – 1985 Toyota Celica GT-S

Current average value: $13,900 – 16,000
Projected growth: 15%

The second-generation Toyota Celica Supra (A60), introduced for the 1982 model year, was an instant hit with both press and public and has gone onto become a sought-after collector car. It earned a spot of the first edition of this list in 2010 when a nice example could be found for $3,000 – 6,000. Jump ahead 15 years and it has outpaced this year’s parameters with prices now approaching or eclipsing $30,000. While much of the initial praise was directed at its smooth 160-hp 2.8-liter inline-6, much of its appeal lied—and continues to lie—in the muscular appearance of the P- (performance) model. Recognizing this, Toyota applied the same flared fenders, larger 14″ alloy wheels and 225/60HR14 tires, independent rear suspension, sports interior including the 8-way adjustable sport seats, and leather-wrapped steering wheel and shifter knob to its base Celica. Powered by a fuel-injected version of its legendary 22R 4-cylinder engine, the GT-S was initially an option package in 1982, then became its own model for the last three years of A60 production. With much of the same look—along with plenty of what made the Supra a bona fide driver’s car—at around half the price, the Celica GT-S is a relative bargain.

2004 – 2006 Volkswagen Phaeton W12

Current average value: $19,000 – 21,250
Projected growth: 14%

In the late 1990s, Ferdinand Piëch’s time as Volkswagen AG CEO was nearing an end. Rather than quietly fade into retirement, Piëch pursued an ambition of introducing a Volkswagen model to the luxury segment. A lofty pursuit, but through a combination of superior comfort, technological advancements, and performance from a 6.0-liter W12 (two VR6s put together in a way that took up less space than a typical V8), Piëch was committed, going as far as building a factory in Dresden dedicated to Phaeton production. But the Phaeton found difficulties in breaking through to a status-sensitive American audience. As impressive as it was, its $95,000 price tag was not congruous with a Volkswagen, particularly in a segment crowded with long-established luxury makes and models. The Phaeton was ultimately driven from the American market in 2006. Though it was gone, its twin, the Bentley Flying Spur, continued to sell at an MSRP $70,000 more. Furthermore, technological advancements such as a climate control system designed to maintain a steady 72° (F) interior while holding a constant speed of 186 mph at an ambient temperature of 122° found its way into the Bugatti Veyron, along with brakes, suspension, steering system and even wipers—all designed to cope with speeds far exceeding the typically-regulated 155 mph. Today, the Phaeton W12’s appeal lies in the very Volkswagen cloaking that hindered it when new, becoming something of a cult favorite among enthusiasts.

1967 – 1969 Volvo 123GT

Current average value: $22,900 – 24,950
Projected growth: 13%

Heavily influenced by the pontoon-bodied American cars of the early- to mid-fifties, production of the Volvo Amazon began during the summer of 1956, with cars finally heading to the US for the 1961 model year (as the 122S). In its home market, the car was often modified by privateers for rallying against the Saab 850 Monte Carlo, which prompted Volvo to offer a factory higher performance version—the 123GT—for 1967, 1968, and a very limited number in 1969. With its high-compression B18B engine (from the Volvo P1800 sports car), M41 gearbox, fully reclining seats, front fog and driving lights, fender mounted mirrors, special steering wheel, a dash with a shelf and tachometer, and other cosmetic upgrades, the 123GT was ready to rally off the showroom floor … or simply look the part. With only 5,500 made over the three years, it’s the rarest of the Amazon family. This has prompted many owners to restore and continue preserving them in museum condition, but with its epic durability, there are enough left that remain in highly presentable nick while not losing sight of what they were intended for: gunning it like Gunnar.

1992 Chevrolet Camaro RS 25TH Anniversary

Current average value: $15,000 – 15,900
Projected growth: 12%

On April 17, 1964 the automotive landscape changed forever with the introduction of the Ford Mustang. It sent engineers from GM, Chrysler, and AMC scrambling to their drawing boards. Chevrolet, whose sporty compact offering at the time was split between the family-oriented Nova and the much-maligned Corvair Monza, needed a fresh answer. The answer came in 1967 with the introduction of the Camaro and the Pony Car wars were officially underway. The battle would continue—as it does today—with one or the other narrowly escaping demise at one point or another. The first significant recognition of the Camaro’s resilience came in 1992, its 25th Anniversary. Also marking the final year of the third generation, performance had returned (or was beginning to return) after the malaise era of the 70s and most of the 80s. At one end was the IROC-Z: immortalized in hair-band videos with its look-at-me styling and the roaring note coming from the 245-hp tuned-port-injected 5.7-liter V8. The RS (Rallye Sport) trim level returned for the 1989 model year, offering a European influenced appearance and lighter weight (by 250 – 300 lbs.) driving characteristics. It was a little more dressed up than the base (Sport) model, with some aero bits and a smaller (3.1-liter) V6 or (5.0-liter V8), but more subtle than the Z28 or IROC-Z. While the latter evokes nostalgia and has in recent years found a dedicated collector audience (to the tune of over $65,000 for № 1-condition examples), the RS remains for the most part under the radar. While all 1992 Camaros celebrate the 25th Anniversary, it’s the Heritage Editions that are most sought after, particularly in a renewed-interest color like Polo Green or Purple Haze.

1998 – 2003 Toyota Tacoma 4×4 SR5

Current average value: $22.750 – 24,950
Projected growth: 11%

Introduced in mid-1995 as the successor to the highly popular Hilux (or simply “Pickup” in the US), the first-generation Tacoma appeared evolutionary, but in fact was almost entirely new with an emphasis on improving ride quality, handling, comfort, and safety. Designed at Calty Design Research (Toyota’s studio in California), the aesthetic is a rugged interpretation of the rounded ’90s design language. It underwent some subtle facelifts to both front and rear that remain surprisingly fresh today, particularly in its final guise from 2001 to 2004, before the more angular second generation followed. Powered by either a durable 150-hp 2.7-liter inline-4 or the 190-hp 3.4-liter V6 from its big sister, the T100, the Tacoma 4×4 proved to be equally at home on and off road. While the Tacoma has remained popular throughout its lifespan, the first generation’s following has never waivered. Some sought them for their off-road capabilities and modified them for rock crawling while others took advantage of them for their indestructible drivetrains, racking up hundreds of thousands of miles. Nevertheless, enough were made to find solid, well-maintained, highly original examples that will continue to hold and grow their value.

1974 – 1979 Fiat 124 Sport Spider

Current average value: $21,000 – 24,750
Projected growth: 10%

With its Pininfarina styling, the Fiat 124 Sport Spider is often compared to its compatriot, the Ferrari 275 GTS. But where the latter was meant for the bourgeoisie, the 124 Spider aimed to bring some of that same panache to the masses, allowing them to enjoy a little of la dolce vita. Introduced at the end of 1966 on the heels of the Alfa Romeo 105/115 Spider, the styling remained largely unchanged throughout its nearly 20-year run (including the post-Fiat pullout Pininfarina Azzurra from last year’s list). Meanwhile its twin-cam engine (designed by ex-Ferrari engineer Aurelio Lampredi) grew in displacement to keep up with more restrictive emissions regulations. The first came in 1970, growing from 1,438 cc to 1,608 cc. In 1974, an increase to 1,756 cc (Spider 1800) was followed by another bump to 1,995 cc for the 1979 model year, with fuel injection replacing the single Weber carburetor a year later. It’s these later carbureted cars that combine lightweight (under 1,000 kg) motoring with balanced handling and less buggy electronics that brought on the “Fix It Again Tony” epithet and was a factor—albeit not the only one—in Fiat’s decision to exit the North American market. While many of these have succumbed to neglect—rust can be an issue—a good number of 124 Sport Spiders ended up in climates more suitable to four-season enjoyment. Finding a dry, well cared for example is worth the wait.

1975 – 1976 Chevrolet Chevelle Laguna Type S-3

Current average value: $19,600 – $24,950
Projected growth: 10%

By 1973, the muscle car was all but over with only a handful like the Pontiac Firebird Trans-Am SD-455 keeping the flame for a little while longer. GM’s approach to maintaining enthusiasm in what would become known as the malaise era was to compensate for lost power with style, employing the “Colonnade” design language across its divisions and many of the models. The Chevelle, a brutish contender just three years earlier with its 450-hp (a conservative GM-reported figure) 454 c.i. LS6 and Muncie M-21 4-speed was now forced to make do with a 145-hp 350 and a 3-speed automatic. But by incorporating a NASCAR-influenced aerodynamic nose into the two-door Chevelle Laguna’s Colonnade body for the 1975 model year, Chevrolet hoped to capture at least the essence of a muscle car, with the comfort of more luxurious amenities. This was the Type S-3. Buyers didn’t fall for it, and after a three-year run and 32,680 copies, Chevrolet pulled the plug, shifting its NASCAR efforts to the Monte Carlo and positioning that model’s SS as its malaise muscle. Today, that distinctive nose signals to those who know, that the Chevelle Laguna Type S-3 was a valiant attempt. And, as muscle cars and muscle cars enthusiasts have gotten older, that curvaceous body and some of those comforts are looking better all the time.

2004 – 2005 Dodge SRT-4

Current average value: $20,000 – 23,250
Projected growth: 9%

As head of Global Product Development at Chrysler Corporation in the ’90s, automotive guru and enthusiast Bob Lutz was on a roll. His baby, the V10-powered Dodge Viper, ignited a performance focused passion among its engineers, used to pragmatic offerings like Lee Iacocca’s K-Car and “cab-forward” LH series. The hot-rod-inspired Plymouth Prowler was next and while falling short of performance expectations, delivered something unique to the market. Performance focus was contagious in the late ’90s and seeing what Honda had done with its relatively sedate Civic in Si kit, DaimlerChrysler’s in-house tuning company, the Specialty Vehicle Operations team (renamed Performance Vehicle Operations in 2002 and Street Racing Technology in 2004) took a crack a juicing up the relatively sedate and hitherto “cute” Dodge Neon. The result is the Doge Neon SRT-4 (or simply SRT-4 after 2004). Like the Civic Si, this is no ordinary sub-compact. The SRT-4 combined a tweaked and turbocharged 2.4-liter inline-4, that in its final two years of production (2004, 2005) was putting out 230 hp (up 15 from the first-year model), with a New Venture Gear T-850 5-speed manual transmission, equal-length half shafts, and a high capacity Sachs performance clutch mated to a a torque-sensing Quaife limited-slip differential. The suspension has stiffer springs, SRT-tuned Tokico struts, and larger front and rear sway bars. Front brakes use 11″ (280 mm) vented discs with extra thick rotors to prevent warping, and 10.6″ (270 mm) non-vented disc brakes in the rear, with single piston calipers (57mm front, 36mm rear). 17″ x 6″ cast aluminum wheels, along with front cooling ducts, unique side skirts, rear fascia, and a large rear wing complete the tuner look. Standard agate-colored front seats are modeled after the Dodge Viper SRT-10 seats, and feature enhanced lumbar and lateral side bolsters to stabilize occupants during performance driving. A faux carbon fiber steering wheel and shift boot, along with a satin silver “cue ball” type shift knob, as well as silver aluminum floor pedals, unique silver faced gauges, and satin metal trimming the instrument panel center stack, climate control knobs and door handles round out the cabin. The package delivered on performance. With a 5.3-second 0 – 60 time and a ¼-mile run in under 14 seconds, it was second only to the Viper SRT-10 in Chrysler’s stable. It proved successful as well. Initially planned for only 2,500 units, more than 20,500 were sold. While not particularly rare, also not that common. For those seeking rarity, an SRT-4 Commemorative Edition was released in 2005, finished in Stone White with Electric Blue Viper stripes and featuring Blue stitching on the floor mats, shift boots, seats, and steering wheel, stainless steel “SRT-4” door sill plates, a numbered metal plaque, and a Commemorative Edition booklet (same booklet included with the Commemorative Vipers and Ram SRT-10’s). 200 of these were made. Special, yes, but what makes the Dodge SRT-4 truly memorable is the driving experience.

2013 – 2016 Volkswagen GTI

Current average value: $16,800 – 18,500
Projected growth: 9%

Often times, acquiring a collector car is a waiting game: identifying a modern classic and holding out for the depreciation curve to bottom out. That’s the case with the seventh-generation Volkswagen GTI. The Mk7 has been touted by many as the best version of the car that has continually set the standard for the hot-hatch segment (trumping even the highly revered Mk5). Power was up to 220 hp (230 hp with the GTI Performance option) and the GTI’s superb handling was that much improved thanks to a new MQB platform. This new platform also allowed for a more spacious cabin while exterior dimensions only grew slightly. Yet, remarkably, the Mk7 was over 90 lbs. lighter than it predecessor. The cabin was also refined with high-quality materials on par with or better than in its compatriots from Munich and Stuttgart, a testament to the overall build quality that had been steadily improving since the much-maligned Mk3 and Mk4. Available as either a 5-door or 3-door until the 2017 facelift (often referred to as Mk7.5), the Mk7 also recaptures some of the early (Mk1 and Mk2) GTI’s timelessness. Its rivals from Japan and increasingly from the US and Korea were arguably cheaper, more powerful and more fun to drive, but as an overall package the Mk7 Volkswagen Golf continues—and will foreseeably continue—to be the most desirable.

1996 Chevrolet Corvette Collector Edition

Current average value: $22,900 – 24,995
Projected growth: 9%

The Chevrolet Corvette—America’s sports car—has been a blue-chip collectible for nearly all of its 72-year continuous lifespan. While classic Corvettes routinely see hammer prices well into six (even seven) figures, the newer generations earn the highest praise for their supercar-like performance. Sandwiched in between there is the fourth generation (C4). While its predecessor was once associated with gold-chain ’70s cheese and sleaze, it’s found redemption for its curvaceous body and—in the case of the earlier (1968 – 1972) LT1s, LS6s, and ZRs, its marriage of muscle and sports car. It’s reflected in average selling prices, now well over $30,000. Meanwhile the C4’s successor looks to have found its depreciation nadir in the high $20s. It’s the C4 then that continues to be a relative bargain with potential upside. And while primitive by today’s standards and admittedly not made of the highest quality materials, it was at its introduction in 1983, highly praised for performance on par with European exotics, recording both higher lateral g’s on the skidpad and quicker 700-ft. slalom times. While the later facelifted 1991 – 1996 C4s are the most sought after (of base models) for their updated styling and 6-speed (manual) gearbox, it’s the last-of-the-thing principle of the 1996 Collector’s Edition that makes it that much more desirable. Finished in exclusive Sebring Silver, the Collector’s Edition came factory equipped with the 300-hp LT1 engine with the option to upgrade to the new 330-hp LT4 mated to a 6-speed manual gearbox, as well as Silver 5-spoke alloy wheels, special “Collector Edition” emblems on the hood, front fenders, and rear hatch, leather seats with “Collector Edition” embroidery on the headrests, a Pioneer 7-inch touch screen with Bluetooth, automatic climate control, power windows and locks, a two-spoke black leather steering wheel with a central digital speedometer and analog instruments, the Z51 performance package tuned for autocross events, and a clever Real Time Damping system that electronically adjusted the suspension for each wheel individually. While not necessarily limited in production (4,031 coupes; 1,381 convertibles), the Collector’s Editions offer the best bang-for-the-buck for the enthusiast. 

1967 – 1970 MG MGC GT

Current average value: $22,000 – 24,500
Projected growth: 9%

In its 1960s heyday, the British Roadster was the perfect complement to the cultural liberation, free spirit, and openness that prevailed, particularly in places where such openness could be expressed year-round. But back in its home country, drivers were looking for a way to enjoy the free-spirit enjoyment in lesser conditions and on a more daily basis. MG, finding worldwide popularity with the MGB introduced in 1962, aimed to offer a fixed-roof version, much like it did with the MGA. But instead of fusing what was essentially a hardtop to the roadster’s body, MG turned to Pininfarina to design a more elegant solution. The result was the MGB GT, introduced in 1965. Around the same time, the replacement for its British Motor Corporation (BMC) cousin, the Austin-Healey 3000, was being developed as a badge-engineered version of the MGB only with a 2,912 cc inline six in place of the B’s 1.8-liter 4-pot. That project never got beyond the design stage but instead of throwing the baby out with the bath water, it shifted back to MG, where it became the MGC. Debuting in 1967 in both roadster and fastback GT coupé forms, the MGC was met with mixed reviews, welcoming the added power, but harshly criticizing the car’s compromised handling from the added weight while costing £250 more (over $7,500 in today’s US dollars). Not many were sold as a result (4,542 roadsters and 4,457 GTs). While MGC roadsters, like all British and most Italian roadsters, have stayed relatively flat (thanks in no small part to an understandable preference for the Mazda MX-5 Miata), the GT continues to gain appreciation for its relatively low production and Pininfarina styling (named one of Road & Track magazine’s “16 of Pininfarina’s Most Beautiful Designs That Aren’t Ferraris” in 2019).

1999 – 2000 Ford SVT Contour

Current average value: $9,200 – $10,000
Projected growth: 8%

In the late ’90s, every manufacturer was turning to their in-house or partner tuners to create performance versions of, well, just about everything they had to offer. Ford’s SVT (Special Vehicle Team) had already successfully worked their magic on the SVT Mustang Cobra (beginning with the 1984 – 1986 Mustang SVO) and SVT Lightning (F150). Like the Dodge [Neon] SRT-4, Ford took inspiration from the Honda Civic Si, as well as the BMW M3 and Audi S4 (B5) and turned their sedate “world car,” the Contour, over to SVT. Distinguished by its aero bodywork with larger wheels and low-profile tires, less visible was a tweaked version of the 2.5-liter V6, producing 195 hp (200 hp from 1999) mated to a 5-speed manual transmission (no auto option), along with a retuned suspension, upgraded brakes and a 2.25″ stainless-steel exhaust system split into dual mufflers with polished tips and sang one of the sweetest V-6 songs of the period. The interior featured different seats, trim, and white-face instruments. While respectably quick for its day (0-60 in 7.5 seconds and the quarter-mile in 15.7 seconds at 88.7 mph), handling was and remains its strong suit. 11,445 were made with 9,395 coming in the more desirable last two years.

2000 – 2002 Mercedes-Benz CLK 55 AMG

Current average value: $20,500 – 23,500
Projected growth: 8%

Another example of a manufacturer turning to their in-house tuner, after DaimlerBenz took controlling interest in AMG in 1999, virtually the entire Mercedes-Benz product line, from the entry-level C-Class to the ML-Class SUV, was sent to Affalterbach to get spruced up. One of the most successful but often overlooked integrations of the AMG ethos was applied to the C209 CLK. The seductive Bruno Sacco-designed fastback body conveyed speed and power and it got it with the hand-built 342-hp AMG 5.4-liter V8, beefed-up AMG 5-speed automatic gearbox, reinforced differential, higher-rated springs, tighter shock valving, larger diameter anti-roll bars, stiffer suspension bushings, and 17″ AMG Monoblock alloy wheels shod in ZR-rated tires. Inside it was typical late ’90s Mercedes-Benz fit and finish, meaning customer- not shareholder-focused. Mostly analog, the COMAND system was available as an option for its final two years. The “Touch Shift” manumatic can be problematic, but when it works, it is as or more engaging than BMW’s SMG of the day. Though the front end grew to be quite dated for a time, it now speaks to an aesthetic that was often copied but now defines Mercedes-Benz in the late ’90s and early 2000s. That, combined with the lovely C209 shape and AMG performance point to a coupé that may not be overlooked for much longer.

1995 BMW 540i M-Sport

Current average value: $$19,500 – 23,000
Projected growth: 7%

The E34 is to many the ultimate expression of the BMW 5-Series. Exquisitely proportioned, chiseled but sleek, elegant but menacing. And the ultimate—at least chronologically—expression of the E34 was the 540i M-Sport. Built as a sort of send-off to the model in 1995 and to serve as a gap filler after the 311-hp M5 was discontinued for non-European markets in 1993, the 540i M-sport featured a 282-hp 4.0-liter M60 V8, the predecessor of the M62 that would make its way into the celebrated E39 M5. And while not a hands-on product of the M Division, the 540i did get many of the M5’s appearance including a full M Technic body kit, aerodynamic mirrors and M Parallel 18” wheels. Additional features included a sports suspension equipped with EDC, bolstered sport seats, servotronic steering, and US-spec M5 brakes. With only 205 built (compared to 12,254 M5s), the 540i M-Sport may just may be the ultimate Ultimate Driving Machine.

1984 – 1986 Ford Mustang SVO

Current average value: $17,500 – 22,250
Projected growth: 7%

After creating the Pony Car and later taking it to the track to dominate in Trans Am racing, the factory exited motorsport in 1970, just ahead of the emissions-, economy-, and safety-burdened demise of the American muscle car. Any factory involvement in motorsport would lay dormant for a decade. Then, shortly after the Fox-bodied Mustangs replaced the inglorious Mustang II, a group of engineers assembled to dip their toes back into competition. This was Ford’s Special Vehicle Operations, or what we now know as SVO (or SVT or Ford Performance today). Similar to BMW’s M division, its primary task was to have a team inside the factory dedicated to winning races, which by 1982 Ford was doing regularly. Up to this point, however the team was being funded by production car sales and the racing effort simply didn’t provide enough return. Again borrowing a page from BMW M, production performance cars had to be developed to generate their own profit to supplement Ford Racing. The first of these was the Mustang SVO. Under the theory that lighter, more nimble cars that use less fuel will ultimately win over the “no replacement for displacement” approach—particularly under malaise-era restraints—the SVO team opted not to base the Mustang SVO on the existing 5.0-liter V8 used in the Mustang GT. Instead, they opted for a new 2.3-liter turbocharged intercooled inline 4. At its mid-year introduction in 1984, the Mustang SVO offered decent straight-line performance with a 0-60 time of 7.5 seconds and covering the quarter mile in 15.5. Respectable, but a second down on the base 5.0 V8 GT, which cost over $6,000 less. The SVO, however, was never intended to be a straight-line drag car and its lap times around the Dearborn test track were significantly better. That said, the Mustang—to this day—has always carried with it an attitude that, as an American icon, it should have a proper V8. Sales were sluggish at best, even after a lowered price and significant horsepower increase (now 205 hp) in 1985 (along with some features that were intended for the SVO since inception such as flush headlamps and model-specific Goodyear Gatorback tires). With the delta to a V8 GT now just over $3,000, it still struggled to attract buyers, with just under 2,000 units sold in 1985, increasing somewhat to just over 3,000 units in 1986 before its cancellation. By then the SVO team had focused their development efforts on the Thunderbird TurboCoupe and now had their attention looking forward to the Mustang SVT and Cobra. An argument can be made that without the SVO,  neither of those would have come to be. The same could be said of later SVT projects like the Ford GT, Shelby GT500 and Mustang GTD. In any case, the SVO holds a significant place in Mustang history. That, combined with what some would say is one of the best looking Mustangs ever built, with its subtle ground effects, unique double rear spoiler and slotted flat disc wheels that recall a Porsche 928, and the SVO certainly deserves the attention it never received when new. Add to that its very low production numbers and it can’t help but be a solid, entertaining investment.

1993 – 1994 Audi S4

Current average value: $19,600 — 23,800
Projected growth: 6%

In 1977, as manager of technological engineering for Audi, Ferdinand Piëch would change not only the World Rally Championship forever, but in initiating the development of the Quattro, change the image of Audi from a stoic, comfortable family car to a performance brand to be reckoned with. As BMW had years earlier with BMW Motrosport (later to become the M Division), Audi created its own performance branch, Quattro GmbH (later Audi Sport GmbH). Initially focused on Motorsport and homologation efforts, its first production model was the S2. Based on the Audi 80, the S2’s turbocharged 20-valve inline-5 was a descendent of the mighty WRC-dominating Audi Quattro. An RS version, a joint venture between Audi and Porsche would follow in 1994 but in between came the S4. While today we associate the S4 with the smaller B-Series cars, the original, or Ursprünglich: Ur-S4, was based on the C4 Type 100. Like the S2, it was equipped with the Quattro’s turbocharged 20V 2.2-liter and while it had the quattro all-wheel-drive system, the Ur-S4 was targeted at the executive looking to get where he/she was going while keeping up with the BMW M cars and pre-merger AMG offerings from Mercedes-Benz. It no doubt caught some of those by surprise as one of its most appealing qualities is that it is so unassuming. Only mildly flared fenders, 16” Fuchs wheels, ellipsoidal halogen headlights, a slightly more aggressive stance, and small ‘S’ badges would catch the keenest observer’s eye. The cabin was appointed with Recaro sport seats up front, heated seats front and rear, Audi/Bose sound systems, and many other period accessories including a hands-free cellular phone mounted in the center armrest and a 10-disc CD player. Despite glowing reviews and a price well below the BMW M5 and Mercedes-Benz 500 E/E 500, Audi dealers sold roughly 250 examples the first year and a little more than 500 in 1994 before a a mild update in which the 100 was renamed A6 and with it the S4 became the S6. Years later, the S4 would return, but this time as a B5.

1976 – 1978 Jeep Cherokee Chief

Current average value: $20,900 – 24,900
Projected growth: 6%

When the Jeep Wagoneer (SJ) debuted in 1963, it was available as either a two- or four-door, but by 1968, the two-door was gone from the lineup. Four years after AMC assumed ownership from Kaiser Jeep, the sportier two-door returned in the form of the Jeep Cherokee and with it the coining of the term “Sports Utility Vehicle” from its 1974 sales brochure. The Cherokee featured bucket seats, a sports steering wheel, and racy detailing designed to appeal to younger, more adventurous drivers. And appeal it did, with the Cherokee winning the inaugural Achievement Award from Four Wheeler magazine (that we know today as the prestigious Four Wheeler of the Year award) in 1974. Besides the base Cherokee, options packages offered over its nine-year run included the Cherokee S, Cherokee Chief, Laredo, and Golden Eagle. The sportiest of the line was the Cherokee Chief, introduced in 1975 for the 1976 model year. The Chief package included a two-tone paint scheme in one of nine available colors combined with a black rocker stripe and “Cherokee Chief” showing through in body color, rear “Cherokee Chief” decals, low-gloss black roof sides, Cherokee Chief medallions, a color-keyed Wellington vinyl interior (there were eight available color options, plus the Levis interior), and full carpets. Also part of package were rear “flipper” windows, bright exterior package (bumpers, trim, etc.), and the light group package (which includes all the extra interior lights and dual horns). Larger fender cutouts with metal extensions and a 6″ wider Dana 44 axle allowed for bigger (15 x 8) wheels and beefy all-terrain tires to further improve off-road ability. The Chief was initially available with any of the four engines for the Wagoneer/Cherokee lines, including the base 110-hp, 258 c.i. single-barrel six, the 175-hp 360 c.i. two-barrel V-8, the 195-hp 360 c.i. four-barrel V-8, and the 215-hp, 401 c.i. four-barrel V-8, though beginning in 1979, the 401 and 360 four-barrel engines were gone, leaving only the 258 (now with a two-barrel at least) and the 360 two-barrel until the end of the Chief’s run in 1983. The Jeep SJ has always been and continues to be popular (as evidenced by properly restored Grand Wagoneers approaching or eclipsing six figures). It speaks to a time when the ‘sport’ in Sport Utility meant something other than the kids’s soccer games and—cultural appropriation aside—the Cherokee is deserving of being called Chief.

1997 – 2001 Honda Prelude SH

Current average value: $19,000 – 24,999
Projected growth: 5%

Throughout its lifespan, from 1979 to 2001 (at the time of this writing, the 2026 reboot has not gone on sale), the Honda Prelude solidified itself as a high-tech flagship sports coupe with great driving dynamics and a suite of advanced performance technology. The fifth and final generation (BB5 to BB8 chassis) was no exception, standing out as the most modern variant with pinnacle engineering for its time. Introduced in 1997, its design incorporated both the straight-edge angles of the first three generations and the softer corners of the fourth. Engine choices were reduced to the singular 195-hp 2.2-liter H22A4 four-cylinder mated to either a four-speed automatic or five-speed manual transmission. In place of the third generation’s innovative 4-wheel steering (the US was denied 4WS in the fourth gen) was a sophisticated Active Torque Transfer System (called the SH—for Super Handling—in North America) that automatically distributes more of the engine’s power to the outside front wheel when accelerating in a turn. The idea was to counteract the understeer inherent in a front-wheel drive car, but the Prelude’s 63.1% front weight distribution was too much for the system to successfully mask. Add to that it was heavy, costly, and somewhat unreliable, and the ATTS system proved unpopular. As a result, few (reportedly around 8,500) Type SHs (badged as the Type S in Japan, VTi-S in Europe) left the factory by the end of the production in 2001, making it one of the more rare of all Hondas.

1988 Pontiac Fiero GT WS6

Current average value: $19,500 – 22,500
Projected growth: 4%

It is somewhat ironic that a car used as a basis for crappy replicas of other collector cars (Ferrari F40 and Testarossa for example) should be considered a collector car itself. But then the Pontiac Fiero was an irony from the beginning. It was given a reluctant go-ahead by GM brass only because it was proposed as an economical commuter car. The irony is that somehow it ended up with a mid-engine layout and arguably perhaps the most “exotic” looking design to ever come out of Detroit. Initially it was indeed limited by economy car underpinnings like a 92-bhp 4-cylinder and suspension carried over from GM’s X-body cars. This of course caused a great deal of disappointment from both press and enthusiasts who had higher expectations. By its final year of production in 1988 however, the Fiero grew into a respectable “sporty” car with a 140-bhp V6 and suspension more befitting a mid-engine car. The GT version in particular, with its flying buttress roofline, was now more adept at playing the part of a legitimate contender, at least among its peers like the Toyota MR2. With the WS6 suspension package, it was a nicely balanced, spirited performer for its day. Despite being a good seller, GM didn’t see a need for a another two-seat sports car, as that niche was being filled by the Corvette. Some might argue that with its late-blooming sporting characteristics, the Fiero GT may have even posed a threat to the Corvette’s sales. In any case, the Fiero was killed after a successful five-year run. In those five years, nearly 400,000 were produced and they are plentiful in the used car market. Many have been modified, some have been abused, but there are a few that remain unmolested and appreciated for what they are. That, along with relatively low production numbers for the year, make the 1988 Pontiac Fiero GT WS6 an excellent example of how capable the American auto industry can be when they don’t mean to be.

1988 –1991 Isuzu Trooper LS/RS

Current average value: $9,500 – 10,900
Projected growth: 3%

While a compact SUV is arguably the most common sight on the streets today, in 1981, the idea was limited to a Jeep CJ. And even that was more recreational (Sport) than Utility. To get something that a family or a group of your fishing buddies could travel in comfortably was the territory of Suburbans, Wagoneers, and perhaps full-size Broncos or Blazers. Then Isuzu, a company founded in Japan in 1934 but largely unknown in the US, began importing the Bighorn, or what we know as the Trooper. Years before the Jeep Cherokee XJ, the Trooper was the first in the class that would go on to include the Cherokee, the Chevrolet S10 Blazer, Ford Explorer and eventually a compact SUV from just about every automotive manufacturer worldwide. Though spacious and comfortable with seating for five adults (a four-door would come in 1983), the Trooper was designed to be, well, a trooper. Its off-road capabilities were exceptional; its 4-cylinder drivetrain (initially a 96-hp 2.3-liter and growing to 2.6 liters putting out a respectable 120 hp in 1988) was durable and reliable and comparatively economical. An LS trim was added in 1987, which included chrome trim and alloy wheels and a fancier cloth interior along with power windows. Things were moving more toward what we’ve come to know as the more carlike and utilitarian SUV, but to balance things out, a short-wheelbase RS was made for one year only, in 1989, aimed to recapture some of the Sport that was being occupied by the Mitsubishi Pajero (Montero) and Suzuki Samurai. Driving a Trooper today feels primitive, but not in a bad way. It, like the Cherokee Chief, is a reminder of the adventures that once were and could still be reached by a capable off-roader.

1978 – 1986 Buick Regal Sport Coupe/T-Type

Current average value: $22,900 – 24,800
Projected growth: 3%

In the late ’60s, Buick—along with every other American carmaker—rolled up its sleeves in the muscle car wars, albeit leaning on its reputation for comfortable quasi-luxury cars as the “gentlemen’s muscle car.” The pinnacle was the 1970 Skylark GSX. But once the muscle car era was for all intents and purposes over, Buick, unlike its GM siblings, made little effort at offering a performance model (GS trim on some models a mere nod to what it once meant). But then, in 1978, Buick set out to be the first major American carmaker to employ turbocharging. The completely unassuming Buick Regal Sport Coupe, with its turbocharged 3.8-liter V6, was now capable of 165 hp, 25 more than the Mustang II King Cobra. A few years later, a facelift gave the Regal a more aerodynamic nose and with it, Buick was now a favorite of NASCAR teams, winning the 1981 and 1982 Manufacturer’s Cup. This in turn inspired Buick to commemorate its victories with the Grand National in 1982. 215 were built, most with the 125-hp normally-aspirated 4.1-liter V6, but it’s estimated that around 50 were fitted with the Sport Coupe’s turbo 3.8, now rated at 175 hp. The following year, the Sport Coupe became the T-Type, nomenclature now used across Buick product lines including the LeSabre, to indicate the 3.8-liter turbo V6 power. With no Grand National in 1983, it returned in 1984 only this time with the T-Type V6 tweaked to 200 hp. Though about half the GSX’s output, the all-Black menacing Grand National signified that the malaise era was coming to an end and while there’s no substitute for cubic inches, the American performance car was not dead. As a point of emphasis, for its final year in 1987, Buick unleashed “the Grand National of all Grand Nationals,” the GNX (Grand National Experimental). With a suspected output of over 300 hp (Buick officially stated 276), as well as a low-restriction exhaust with dual mufflers, a reprogrammed turbo Hydramatic 200-4R transmission with a custom torque converter and transmission cooler, and unique differential cover/Panhard bar, only 547 were built. Not surprisingly, the collector market has long held the GNX in high esteem and they’re now getting in the neighborhood of a quarter million dollars (occasionally more). The trickle down is felt in the Grand National as well, holding steady at around $50,000. Overlooked is the original: the Sport Coupe and Turbo-T, offering close to the same power as the GN in a bit more sleeper package. There’s a lot to appreciate about that.

2007 – 2008 Nissan 350Z Nismo

Current average value: $21,750 – 24,900
Projected growth: 2%

After a three year absence, Nissan introduced it latest Z-Car, the 350Z (Z33) for the 2003 model year. While previous generations had gotten increasingly larger and softer, the 350Z made a return to the spirit that made (and continues to make) the original Z, the 240Z, an enthusiast favorite. Its styling took its queues from the early 240/260/280, although with no 2+2 variant, remained a two-seater with ample cargo space to emphasize its grand touring capabilities. It was powered by a proven 287-hp 3.5-liter V6 mated to either a 5-speed automatic or 6-spped manual. In 2007, Nissan debuted the 350Z Nismo. The top spec for the 350Z, it had the same engine as the regular 350Z (VQ35HR), but was only available with a 6-speed manual transmission and a viscous-type limited-slip differential (VLSD), Traction Control System (TCS) and a Nismo aerodynamics package based on the Super GT championship car, which included an aggressive front fascia with chin spoiler, side skirts, an extended rear fascia with an underbody diffuser and a rear wing. It also featured a Nismo-tuned independent multi-link suspension developed by Yamaha and Brembo brakes with four-piston front and two-piston rear calipers (with 12.8″ (330 mm) front and 12.7″ (320 mm) rear rotors), along with Nismo-branded gunmetal grey RAYS forged alloy wheels, and a Nismo-branded tuned exhaust. Yamaha also included front and rear dampeners to help with stability of the chassis. The Nismo, like all 350Zs, was and is a favorite of the fast & furious set for its exceptional drift capabilities, but those left unmolested also prove to be a sharply tuned performance car for those weekend getaways in the hills or along the coast. With only 1,607 produced for the 2007 and 2008 model years, its growth potential has yet to be realized but a lot of fun can be had in the meantime.

1986 – 1990 Ford Bronco II

Current average value: $17,900 – 23,000
Projected growth: flat

The Ford Bronco, introduced for the 1966 model year, was the right truck at the right time, an adventure vehicle in the vein of a Jeep CJ or Toyota Land Cruiser but more refined, less military. It was agile and capable of reaching just about anywhere a sportsman (gender neutral) would want to reach. As the Bronco evolved, it grew, utilizing the F150 pickup’s platform. While still capable on and off road, buyers in the early ’80s were open to smaller, more manageable utility vehicles, primarily from Japanese makes. And, as the Jeep CJ7 and Toyota FJ40 were still selling well, Ford needed to return to an SUV closer in size and spirit of the original Bronco. Using a shortened version of the Ranger pickup’s chassis, the Bronco II was 2″ shorter and only ½″ longer than the CJ7 yet offered many of the comforts of its full-sized sibling. Initially equipped with a carbureted 115-hp 2.8-liter Cologne V6, the engine was upgraded in 1986 to a 140-hp fuel-injected evolution of the Cologne, now displacing 2.9 liters, along with a 5-speed manual replacing the 4-speed (an automatic was always optional). Also new for 1986 was the optional shift-on-the-fly Touch Drive 4WD system with automatic locking hubs. This refinement alone made the Bronco II much more appealing to buyers looking to use the truck as a daily driver. More refined upholstery, topped by the Eddie Bauer editions, made it that much more appealing. With original (1966 – 1977) Broncos fetching near six figures and later full-size Broncos gaining every year, it may be time to ask, “have you looked at a [Bronco II] lately?”

2004 – 2005 Mazda Mazdaspeed MX-5 Miata

Current average value: $22,000 – $24,750
Projected growth: flat

It can’t be stated enough how significant the Mazda MX-5 was when it was introduced in 1989 and continues to be today. An argument can be made that it is the most significant car in history (along with the Model T, Volkswagen Beetle, Ford F100/150 and Mustang, and Porsche 911). Taking some inspiration from the Lotus Elan and other British roadsters, it added modern engineering and reliability and in doing so, resurrected what was looking to be a dying segment. Just about every automotive magazine worldwide fell in love with it and named it to their 10 Best list that same year (and subsequently). Though it was not a powerful car, it was light and nimble—and most of all entertaining. With the second generation (NB) introduced in 1998, Mazda turned to its in-house performance division, Mazdaspeed, to make it that much more entertaining through more power and even tighter handling. The result is the Mazdaspeed MX-5 Miata. A factory IHI ball-bearing turbocharger adds 36 hp to the LS model’s 142, while beefing up the gearbox, along with shortened and stiffened springs, bigger anti-roll bars, 17″ Racing Hart 5-spoke alloys, and Bilstein shocks. The overall effect is the transformation from an entertaining roadster to a world-class sports car to be reckoned with, dispatching formidable competition like the Honda S2000 and Pontiac Solstice GXP in the process. While the Miata was never intended to be top-grade collectible (despite a number of special editions), the limited number (4,000 in 2004; 1,428 in 2005 — stunted as a result of a fire) of Mazdaspeed MX-5 Miatas, combined with their performance cred, makes this one to watch.