Category: All Cars (Page 12 of 14)

When shopping for a previously owned car, whether it’s a collector car or a grocery-getter, one of the first—if not the first—thing that we look for or inquire about is the mileage (odo not mpg). All too often we associate a car with high miles as tired, spent and old, whilst those with low miles are seen as fresh and pampered. But in reality, that may not always be the case. There are several variables to take into consideration when assessing miles. Let’s discuss a few.

First and foremost is that, while low mileage will add value to any car on paper, it’s how those miles were spent that ultimately defines the car’s intrinsic worth. A car that has 200,000 miles but with a documented history showing careful ownership throughout its life will undoubtedly prove to be a better car than one with 20,000 miles and no history, or a history that includes long periods of storage, or untraceable ownership. It’s often been said that cars need exercise to keep fluids active, engine parts moving, prevent tire flat spots, and so on, not unlike the human body. They need to maintain a certain level of “fitness” to live a long and energetic life and each car has a different regime. When looking at low-mileage cars, we need to make sure that low miles are a result of sparse but occasional use and not lethargy, or that other measure have taken place (frequent fluid changes, climate controlled environment, lifts, etc.) to ensure proper fitness. Likewise, when looking a high-mileage cars, documented maintenance throughout its life is essential in determining its present health.

Next, we need to weigh the mileage relative to each car’s life expectancy. For example, 80,000 miles clocked on a Jaguar V12 is near end-of-life while those same 80,000 miles clocked on a Mercedes-Benz diesel are barely past break-in. This of course assumes proper maintenance, history, etc. that we discussed earlier. On a related note, each car has apposite perceptions of what constitutes high mileage. 80,000 miles on a 1985 Porsche 911 would be considered fairly low by most Porsche enthusiasts. On the other hand, chalk up 80,000 miles on a 1985 Ferrari 308 and a Ferrari enthusiast is likely to run away from it, even though both cars are engineered to go 200,000 miles or more with proper maintenance.  The net result is that the Porsche will likely fetch more than the Ferrari, despite being less “exotic” and $20,000 less at the showroom.

Finally, there are individual perceptions of what constitutes low or high mileage. A seller is understandably going to put the car in the best light, so may advertise a 1985 BMW 635 CSi with 150,000 miles as “LOW.” We’ve all seen this and they justify it by dividing its age into the mileage and coming up with a figure that is below average. In some cases, like when the car is intended as a daily driver, that may in fact be considered low, whereas it may be a detriment to a collector. There is however a limit to that sort of justification. If a 1960 356 is driven “only” 8,000 miles per year, that’s over 240,000 miles, which I don’t think anyone would consider low (and in fact may become a badge of honor for durability, preservation, care, etc.). There is a point at which mileage—if not irrelevant—becomes a minor consideration. Collectors are less concerned about the odometer reading on that 356 or a 280 SL or mid-year Corvette. There are certainly cars with exceptionally low miles that carry some extra merit, but for the most part, the overall condition and how well a car has been cared for is the deciding factor.

Ultimately, it’s left to the judgment of the buyer as to what those miles—high or low—signify toward the purchase. That is based on intent, comfort level, and other mitigating factors. Whatever the odometer reads from that point forth will be the “right” miles.

WHAT HAPPENED IN THE 80s stays in the 80s and for the most part, I’m ok with that. There are a few notable exceptions: Wayfarers, some catchy tunes and the fourth-generation Corvette, or C4. The C4 had some big shoes to fill. The third-gen (aka “shark” or “coke bottle”) had just finished a 15-year run; longer than just about any single bodystyle in American automotive history (not counting specialty cars like the Avanti, Excalibur, Gazelle, etc.). The C4 was instantly met with accolades from the automotive press and comparisons to formidable contemporaries such as the Nissan 300 ZX and Porsche 944 were quickly eclipsed to draw allegories to the Porsche 911 and even the Ferrari 308. While its power output was hampered by Federal mandate in the early years, its handling was world class, evidenced by stats for lateral Gs and slalom times that stood at the top of the charts for several years that followed. Like its predecessors, the Corvette was an exceptional bang for the buck. Therein lie some of its faults as well. It was such an attractive value that in the excess of the 80s, plenty of money was spared to add on body kits, “unique” paint schemes, wheel/tire combinations, lighting arrangements, etc. You get the idea. My Trapper Keeper was less gaudy. It’s really a shame too, since the pre-facelift Corvettes of ‘84-‘90 are in my opinion a beautiful shape. Iconic Corvette cues like recessed round taillights, concealed “pop-up” headlamps and curvaceous fenders combine with clean, sleek lines for what I think will prove to be the most timeless design. No added googaw necessary. Jump ahead nearly a quarter century. Finding an unmolested, as-Duntov-intended, original fourth-gen Corvette is as hard as finding music on MTV. I present you with such an example. This one’s a special piece: One owner, meticulously maintained, original and, with the exception of tires, belts and a couple other necessities, preserved as it was when it left the showroom floor.

OVERALL CONDITION
This is a very good, honest example of a C4 Corvette. It was purchased new in 1986 and remained with its one, single owner since (the owner is a family friend and although reasonably fit for 75, the C4’s ingress/egress is not one of its most accommodating attributes). The paint is original and but for a few nicks, nose chips, and some minor scuffs, looks remarkably fresh. The car has never been wrecked, tracked, or raced. No burnouts, drifts, pinks, etc. The motor is strong and sound. Not a drip anywhere. The transmission shifts smoothly through all gears. The suspension is firm, as a C4 should be, but it’s quite comfortable for highway cruising. This car is optioned with the removable glass (technically acrylic) roof panel for open-air motoring. The drawback to the open car is that it compromises body stiffness, which over time spawns ear-splitting chirps, squeaks and rattles. This car exhibits none—or I should say very little—of that. In fact, once the hard plastic (both in and out) comes to temperature and at highway speed, there are very few of the noises that the early fourth-generation Corvettes are plagued with. The gaps are perfect. Its a testament to how well the car’s been cared for and preserved. And everything works! The AC blows cold, all the switches, knobs, etc. actually do something. There’s not so much as a hint of a crack in the dash, the seats show very little wear, the carpeting is fresh with only one small spot worn by the drivers heel. It even smells like it did in ‘86.

DRIVING IMPRESSIONS
This car is a lot of fun to drive. Its 230 hp motor doesn’t seem like much by today’s (or earlier Corvette) standards, but it feels powerful. It’s an American V8 and it lets you know it. Compression numbers are around 160 ±10. The motor is very very solid with no signs of fatigue. Braking is excellent (improved for 1986), steering is precise. The ride is firm, which Corvette engineers intended in order to achieve the excellent performance qualities, but not bone jarring. Mated with the smooth 4-speed automatic transmission (much more reliable than the 4+3 manual of the early C4s), it makes for spirited yet relaxed driving. It’s an excellent example of what I call a pleasure-performance car. Having said that, I can’t quite determine what the C4 was supposed to be about. It’s generally regarded as a sports car, but I have a hard time classifying a 3,400 lb. car with a 5.7 litre motor as that. Do I then lump it into the catch-all GT category? Grand it is, but I don’t think I would want to do any significant touring with it. With the removable top in the storage area, there’s very little space left for so much as a lunch. With the top fixed in place, I suppose it could be adequate for a day tour or even overnight trip as long as it’s solo or you both pack light, but that still leaves the issue of its firm ride combined with overly soft seats (perhaps to compensate for the ride?). It’s fine for a couple of hours but undoubtedly after much more than that, it will create some fatigue. So, it’s not a sports car, nor a GT. Muscle car? Doesn’t really fit either. Perhaps a sporty but not sports car? Too Celica. Maybe it’s simply a toy. A realization of a childhood dream or an achievement in life that combines looks, performance, lifestyle, and history in a way that few marques or nameplates can. At least not for under $10K.

1970-1972 Volvo 1800E
Typical asking prices*: $7,000-$9,000
Collector status: Buy and keep

The 1950s were an age when manufacturers who garnered a reputation for producing solid family cars saw the potential in expanding their brand presence to a more youthful, spirited market that was flocking to dealers to buy or at least see the new Porsches, Jaguars and Austin-Healeys. Chevrolet’s Corvette is arguably the most successful example of this, but across the Atlantic, Volvo had the same idea. While somewhat late to the party in 1961, the P1800 was immediately well received for its Italian-inspired styling (which was for many years was thought to be penned by Pietro Frua, but has since been rightfully credited to a Swede, Pelle Pettersson, who worked for Frua at Ghia). It was also fitted with a peppy 1.8 litre motor and a sporty suspension. While these were never designed to compete at Le Mans, they did meet the expectations of their intended audience and sold well throughout its 12-year run. In the course of it life, the 1800 went through subtle trim changes as well as performance improvements that culminated in 1970 with a 2-litre, 130-bhp, fuel injected motor and four-wheel disc brakes. All the while it never lost its head and remained true to the sensibility that Volvo was famous for with excellent durability, economy and of course safety. Whether ones’s tastes are for the sporty coupé or funky ES Estate (produced in 1972 and 1973), these cars were built to last and today many can be found in decent original condition. They’ve also been in collections long enough that there are examples which have undergone older restorations. A few collectors will ask premium prices for exceptional cars, but they aren’t so scarce as to rule out either very-well preserved or nicely restored cars for a modest price. They also have a zealous following worldwide where buying one means entering a club, either figuratively or literally, which opens doors to events and gatherings that transcend the car itself. Perhaps their greatest testament is that once these cars find their way into a collection, very few leave.

1985-1986 Toyota Supra
Typical asking prices*: $3,000-$6,000
Collector status: Buy and hold or drive

In the 60s, Toyota captured the attention of the sports car world.Wait. Captured? No, it completely grabbed it and spun it around facing East. The car was the Toyota 2000GT. I drew accolades from both enthusiasts and the automotive press and showed some promise of Toyota as a legitimate contender in the exotic space down the road. While that never materialized (unless one counts the upcoming Lexus LF-A as a long-overdue delivery on that promise), Toyota did apply some of the 2000GT’s legacy toward more mass-market “sporty” cars such as the Celica. The Celica, in turn, gave rise to a more potent version that we now know as the Supra. The Mark I Supra was essentially a higher level Celica, with an inline 6-cylinder motor and other refinements. They’re nice cars, but retain much of Toyota’s softer, more sensible minded approach. In 1982, the Mark II P-Type came along and again created a stir with its brawny styling, sportier drivetrain, and more driver-tuned accommodations. The press loved it, buyers loved it. It created a similar buzz to and was at times even compared with the legendary 2000GT. Steady improvements were made and by 1985 and into 1986 (during which both the Mark IIs and Mark IIIs were sold as an ’86 Supra), they had grown into a well-appointed GT that harnessed over 160 bhp, turning in respectable 0-60 times for the day (about 8.5 sec) and covering a 1/4-mile in around 16 seconds (uncannily close to the 2000GT’s performance figures). The flared-out looks however, were quickly dated and the Mark III was introduced with a much sleeker and more elegant design. Today however, just as the over-the-top flares and wings of the Lamborghini Countach have settled into their own, those same qualities make the Mark II P-Type Supra an often overlooked gem. That, combined with Corolla prices—with pristine examples just over $5,000—make this a flat-out bargain as well.

1986 Porsche 928 S
Typical asking prices*: $6,500-$10,000
Collector status: Buy and drive

At its introduction in 1977, the Porsche 928 was intended to be the Porsche of the future, ultimately replacing the 911. From its conception however, the 928 was more GT than true sports car and the two co-existed quite well until the mid-90s when the $100,000 928 GTS was hard to justify vis à vis the newly introduced, more GT-oriented 993. While externally the 928 remained for the most part unchanged, with updates to spoilers, taillights, wheels, etc., its drivetrain continually evolved, culminating in the 350-bhp GTS. These models, when mated to a 6-speed manual transmission, can easily fetch $40-$50K, even in today’s soft market. Values for the 928 S4, which preceded the GTS from 1987-1991, are also starting to climb upward. A year or two ago, a decent S4 with a much more common automatic transmission would’ve made this list. These days, one would be hard pressed to find a good example under $15K. The first generations (S1 and S2 if you will), are not hard to find under $10K and are a safe investment, but if we look right at the cusp, we unearth a real gem. In 1986, the 928 was kitted with a 5.0 L, 32-valve V8 producing 288 bhp, as well as what would become S4 supsension and Brembo brakes with ABS. While the S4 introduced a year later put out more power (316 bhp) and had updated styling treatments, it was 200 lbs heavier and the updated engine electronics required additional and more expensive maintenance, which would eventually be the 928’s Achilles heel, along with its high sticker price. That makes the 1986 928 S a standout pick no matter how you look at it, which isn’t hard to do.

1984-1985 Mazda RX-7
Typical asking prices*: $3,000-$5,000
Collector status: Buy and drive

In 1967, Mazda introduced the world’s first 2-rotor rotary engine production car, the Mazda Cosmo. With it’s sexy styling and respectable performance, it set Mazda up as a pioneer in automotive engineering with a great potential for the Wankel rotary engine (developed 10 years earlier by Felix Wankel for NSU and licensed to Mazda). Subsequent applications, like the RX-3, RX-4 and RX-5, could never deliver, due in part to the market demand for smaller, more efficient cars in the fuel-strapped 70s. All that changed with the RX-7 in 1979. The first true sports car launched by the mark, it instantly drew comparisons to the Datsun 280 ZX and Porsche 924. It was sleek, quick, light, and a kick in the pants to drive. The first generation, known as SA/FB, evolved through three different series; each with slight modifications to styling, performance and appointments while maintaining a significant price advantage over its competitors. The Series 3 of 1984 and into 1985 was the most evolved with a 135 bhp motor, four-wheel disc brakes, and leather upholstery. In total nearly half a million SA/FB RX-7s were produced and finding a good example is not difficult. Despite their high production numbers, they retained high resale values and that is mirrored in the collector car market. Prices have stabilized and will continue to rise. Not bad for a fun-to-drive, under $5,000 investment.