Media | Articles
6 Classics That Haven’t Kept Pace with Inflation
If you’ve been paying attention over the last five years, you’ll have noticed that life has gotten more expensive—specifically the products we rely on daily. From the price of eggs to the cost of lumber, everything is up. Heck, even Hot Wheels, a formerly one-dollar staple, are $1.19 now. The Bureau of Labor Statistics indicates that inflation is up 23% from January 2020 to January 2025, which means that something that cost $1 in 2020 now costs $1.23.
Not everything is keeping pace with that rate, however, including the above Hot Wheels—along with more than half of the cars listed in the Hagerty Price Guide, as noted by the Hagerty Valuation Team. Of those cars, many have seen their values climb quite a bit in this five-year period, just not enough to tread water relative to their pre-pandemic pricing. Values for others have simply fallen, while others have risen sharply, then dropped off a bit from their peak. Hopefully, most owners of said cars don’t care, and they’re out there cruising in them right now. For buyers, however, the down values present an opportunity to get more bang for your buck than you would have five years ago.
Here’s a spread of #3 (good) condition cars—solid drivers top to bottom—and their respective average valuation changes since 2020 (accounting for all body styles and trim levels for a model), which haven’t kept up with the changing value of the dollar. Are you in the market?
1972–76 Lincoln Continental Mk IV
+20%
Classy exterior touches set apart the new-for-’72 Mk IV coupe: the oval opera window, the faux Continental kit, and that tall upright grille at the end of a never-ending hood. Output from the 460-cubic-inch big-block V-8 was originally rated at 224 horsepower, though it declined steadily over the years of production, to 202 hp by the end.
The Continentals of this era are perhaps best well known for the available Designer Series models that arrived for ’76: Pucci, Givenchy, Cartier, and Bill Blass, each of which offered special exterior colors and matching interior appointments. They carry a slight premium over a standard Mk IV, but none of them has outpaced inflation, either. Expect to pay anywhere from $9000 to $11,000 for a #3 Continental Mk IV.
1964–67 Chevrolet Chevelle
+15%
Chevy offered the first-generation Chevelle in a whole host of body styles and trim levels, with several engine options. There were two- and four-door sedans, two-door coupes, convertibles, and wagons, in base 300, Malibu, and SS configurations that were powered by everything from the 195-hp 283 V-8 to the 325-hp 396 big-block.
Such variety, along with its great looks, helped account for the car’s huge appeal, so it’s no wonder the Chevelle did so well, with 1.6 million sales before the second-gen car dropped. Today, values are as broad as the range itself, with a #3 condition 327/275 Malibu sport coupe priced around $21,000 and a top-dog SS 396 convertible at $114,000, while a four-door with the 283 is just $6700.
1979–81 BMW M1
+10%
The M1 marked a turning point in the BMW story, when the German company pivoted from a maker of “mere” sport sedans to one that could build supercars. The fruit of BMW’s new Motorsport division, the Giugiaro-designed mid-engine M1 was a homologation special for Group 4 and Group 5 racing. Delays kept it from those series, but the 399 road cars built (plus 56 race cars for the forgettable single-make Procar series) today remain some of BMW’s most sought-after collectibles.
Its 277-hp 3.5-liter straight-six was good for a top speed of 162 mph, with 0–60 mph coming in 5.6 seconds. These days, a #3 driver will set you back about $485,000.
2000–06 Jaguar XKR
+5%
With a platform shared by the lovely Aston Martin DB7, Jaguar’s XK8 already had great bones by the time the company decided to step things up a notch. Introduced for the 2000 model year as a coupe and convertible, the sporting XKR benefited from a 370-hp supercharged 4.0-liter V-8 that propelled it to an electronically limited 155 mph. In 2003, displacement grew to 4.2 liters and output with it, to 390 hp. As a poised, mature grand tourer trimmed in rich leather and burled wood, the XKR was a joy to drive at high speeds, with fast, precise shifts delivered first from a Mercedes-sourced five-speed automatic and later ZF six-speed.
Like their Aston counterparts, and like their tamer XK8 stablemates, these cars have aged gracefully, and given they haven’t appreciated much over the last five years, today they represent great value. A #3 XKR coupe is around $14,000, with droptops priced about $4000 more.
1970–92 DeTomaso Pantera
0%
Among the storied list of Italian-American hybrids, few cars outshine the Pantera, whose cool factor is still off the charts. The product of Alejandro DeTomaso’s fledgling company and Ford, the mid-engine Pantera wore a handsome body drawn up by American Tom Tjaarda at Ghia, and power came from Ford’s tried-and-true 351-cubic-inch “Cleveland” V-8.
The initial plan to sell 10,000 a year through Lincoln-Mercury dealerships foundered quickly, and Ford ended the relationship in 1974, after 6000 Panteras had sold. DeTomaso continued production in Europe through 1992, with another thousand or so built, a few of which have since made it to enthusiasts stateside. Today, a Pantera in good condition is about $70,000 at the low end and nearly 100 grand at the high end for more desirable models. But this is right about where they were five years ago, so, technically, they’ve lost value when you account for inflation.
1946–58 Fiat 500 Topolino
-50%
These tiny, economical 13-hp sedans helped get Italy back on the road after WWII. Today, they are out of place on all but the most sedate roadways. Since values of the lovable “little mouse” peaked in late 2019, however, they have defied wider trends in the market by falling and continuing to fall. A #3 car, at $11,700, is roughly half price now. The Topolino is the biggest victim to inflation of them all in the Hagerty Price Guide.
Jaguar XKRs are responsive machineds lovely to drive. Just be sure you are close to one of the very few ( I believe six) restoration shops that posess the complete Jaguar diagnostics and firmware. Jaguar dealers will not support the cars anymore. And many parts, especially the XKR electronics, are only available from salvage vehicles, thus the need for firmware.
This is why I love my Lexus SC 430. Lexus gladly and professionally cares for its 20+ year-old gems.
Thus the old “proverb” – “Always buy 2 Jaguars, so when the one is in the shop, you still have one to drive.”
😂🤣😂
I’m 71 years old. I’ve been working on cars since I was 14 and getting paid Jaguars MG‘s Austin Healey Sprit you name it this English cars have been a thorn in everybodys side and if they’re still making them, they probably are a lot worse
Could you post the locations of those?
Unfortunately I still cannot afford a Pantera.
I would like to add the 1955-1957 Thunderbirds to those not keeping pace with inflation. In fact, I believe that the actual selling prices have dropped. I guess these aging beauties are not attracting the younger market.
I have looked at ads for 1957 T-Birds for some years and I am surprised that good ones have definitely declined in value (except the odd outliner, like the blue Minter one that sold for $495,00 in 2023. That may have been a frame-off restoration of a low-mileage car but still…). 1950s Corvettes continue to do well but other cars from that era seem to be losing their markets.
Is there an issue with the “Y block” V-8s that Ford used back then?
Not that I know of good solid engines
Like anything proper up keep makes the difference
Thanks.
I heard from my father years ago of excessive oiling/insufficient draining of the overhead valve train which led to leakage at the rocker covers as well as oil burning and plug fouling as the oil ran down the valve guides and into the combustion chamber. I also seem to remember mention of some sort of an external drain kit being available. This was in reference to our 57 Ford wagon.
Does anyone else remember this or am I dreaming?
@MPH302 the old Y blocks had that issue, as well as the FE. An old trick was to put something to restrict oil flow to the heads in the main oil galley, keeping oil in the lower end and reducing excess flow to the top end.
If it’s not a Minter it’s not worth much. Americans will pay big money for an English 6 bander like the big Healy but far less for a 6 cylinder C1, the car that has legions of fans and was drawn up by Earl himself. If you had one would you really race it down Main st anyway?
The problem with the 2 seater T Bird is they were one of the first collectable 50’s cars. I have all three years. I own the cars at least 45 years. I worked for Ford and bought nice clean trade ins or somebody told me about one for sale. My 55 has 21,000 and never saw rain. The problem with these cars is simple there are too many of them and today almost everyone is restored. It is a real buyer’s market. I own a lot of TBird convertibles 55-66. In my opinion the most valuable models are 1963 sports roadster because it has a special vin not like the 62 which are mostly clones. Then 59-60 conv’t with the optional 430 motor and a/c. 1966 conv’t with the optional 428. 62-63 M series. I’ve had a few of these and when coupled to the automatic nearly impossible to keep tuned. Keeping 3 Holleys in sync is chore. One Holley is bad enough.
I just saw a reserve not met on a 55 T-Bird that grabbed my attention this morning. Bidding stopped at $13,000
https://bringatrailer.com/listing/1955-ford-thunderbird-191/?utm_source=Iterable&utm_medium=email&utm_campaign=campaign_Results_Digest
I too would take a Pantera if it were available.
Gotta have small narrow feet, the pedals were crowded close together
Right. Two of my friends were very interested in purchasing a Pantera. Then one of them got a chance to actually sit in one of those cars. He instantly changed his mind because of the pedals and footroom. Another friend owned a couple of Vipers, then changed to Corvettes. Almost the same issue – having to sit sideways due to the foot position. He’s not looking back.
In 1972, I just got discharged from active duty. I had saved $5000.00 in those 4 years.
My Dad, a hot roodder told me to go down to the Ford/Mercury Dealership and buy a Pantera.
They had a new yellow one for $10,000.00. I didn’t want to blow my whole savings and still finance $5K, so I bought a 1966 rag top 327 vette for 1,650.00. Still would like a Pantera today but too expensive now more than ever.
The Chevelle was also offered a variety of straight 6 engines. You could get a 230 in a 65 Malibu SS for instance.
Right. And the 396 came in three varieties 325hp, 350hp and topping out at 375hp
There was also a 396 with 360HP
I had a Malibu SS six cyl with Powerglide. Lovely car, but not much of a racer.
Can’t be much worse than my ’69 Datsun roadster or my 2005 Lotus elise.
Who wouldn’t love one of those Stock Chevelle’s?
Dad had a 283 with a 4 speed and posi. Meh… Replaced it with a Barracuda Formula S. Much better brakes and handling. Faster, too.
If the Cuda had better brakes than the Chevelle something was wrong with the Chevelle!! The Mopars of that era went like stink and didn’t stop worth beans – You could almost never get good front end sheet metal from the wreckers back then because that’s what always got wrecked.
Since I drove these cars — I can say that before disc brakes were available the Chevelle drum brakes were barely adequate. Fine in town, but one panic stop from 60MPH and they were useless. Scary in the mountain twisties unless you stayed off them! In fact the 65 Corvair got the same sized brakes and even with 500lbs less weight the Corvair drum brakes are only good for one quick stop from 70MPH before they fade, but not to the point of being useless.
That’s so true and you gave me a flash back to my 66′ GTO I had that had the same 10″ drum brakes whether it was a 6cyl. Tempest or a 389 360hp tri power GTO, they would fade away as you tried to slow rapidly from 65-70 mph so you were better off to panic stop first and then lean on the Horn and hope to steer around what you were trying to stop before hitting it. So I sold it for $1700.00 to buy a 427′-435hp Corvette Sept, 1970 for $3300.00
Same for my 69 Road Runner. It would go 140, but if you then hit the brakes they were gone by 100. Had to use engine compression to get to 100, THEN hit the brakes. Fun going 140 many days on my way to work.
Nope. My experience is the reverse, although just about anything with drums can outpace the brakes.
Most likely the Barracuda had the Kelsey-Hayes four-piston front discs and the Chevelle had drums.
I was checking out the 2000 Thunderbirds. Saw a maroon one online, with that color what a beauty. Seems they average about $15,000. Great price! Saw one comment from a guy who owns one. He said, “Don’t buy them.” “Ford and Jaguar do not make the parts for these cars any more and nearly impossible to find parts for them!” That’s too bad. I got to see one up close and talked to the owner and he was happy with it. But apparently he hadn’t needed to look for parts yet. I hope this isn’t true, because they are nice looking and the price is great!
We rented a red one in the fall of ‘03 and drove it from Portland OR to Phoenix (roughly along the coastal highway, then to Route 66 etc.). It was a wonderful trip, with the convertible top down most of the way, even at night. And it looked quite good, although not nearly as cool as the original it was aping. But the car had almost zero storage (we had to ditch one of our suitcases and store things individually, stuffed around the interior and “trunk”) but the worst part was the lack of passing power! Truly dreadful. I couldn’t believe it was a V8 under the hood.
The STANDARD engine in a 1964 Chevelle Malibu SS Convertible was a 194 C.I. 6 cylinder. My family had one new. Great looking car, except under the hood
You could get a 90hp 153 cubic inch 4 Banger Chevy II (Nova) from 1962-1970.
Add the Cadillac XLR to the list of those with parts becoming unobtanium at any reasonable price. I haven’t had to pursue much in the way of parts for my 2005 XK8 and, even though it may not have appreciated in value, it is an absolute pleasure to drive. The XLR, not so much. Had a ’72 Pantera – sold it around 2000 for $26,500. That’s one I still wish I had, even though values might have stagnated recently.
Not sure which is worse, that some nice cars haven’t kept up with inflation of the past five years, or that most people’s paychecks didn’t keep up with that inflation of the past five years.
Or the fact that in the 50s 60s and 70s, you could work minimum wage and save up enough to buy a brand new, very nice car (like a T-Bird or Corvette) with cash (no payments) in less than a year. If the new Corvette started at around 15k, it would be comparable to the 50s – 70s. Similar with housing. When did the American dream get so expensive?
If I may offer my opinion on the economy. American’s are now paying for services and products that were unavailable when we were young. Advertising has us buying designer products to show the poor that we are somehow above them. Paychecks are going towards cell phones and related apps, over priced coffee and gym fees. No one understands compound interest or even investing in oneself. Shut off the devices and go outside and drive. Stop along the way to meet people.
Yes, if you lived at home with your parents and didn’t spend a nickle
Now THAT is funny! Minimum was $1.60 in 1973, if I recall correctly; at 2080 hours/year, that would be about $3300/year (before taxes and SS). Per a couple of Internet sources, a base Corvette started at about $5500. MAYBE, if one lived with one’s parents, paid no room and board, and lived frugally, one could save up enough for a new Pinto, Vega, Gremlin, or Beetle in a year.
I worked minimum wage for several years in the 1970’s while in college, and drove a 1969 Beetle, with just enough left after gas money and car insurance for a couple of drinks and burgers on the weekend.
It’s all about mileage and edition. A nice 70 or 80,000 mile driver can be had for low teens. Low mileage garage queens usually go for $20-25k with limited editions like the 007 adding a couple grand. As for parts, body parts are the biggest concern. Mechanicals were shared across the Tbird, Jag and Lincoln LS so there’s a fair number out there. Interior was very much Lincoln. I suspect if parts were that hard to find, the value of the cars would be lower. Just my opinion, I never needed parts when I had my ‘05 a couple years ago.
All junk
Couldn’t have said it better myself
Agree….especially the M1. Mid-engine straight 6, homologation car with tremendous capabilities yet entirely civilized for its day…where is its redeeming characteristics ? 🙂
Yeah, right. What would you recommend, then?
Who cares! 95+% of your readership do not buy classic cars as a monetary investment. If we think we are, we are simply self-justifying in our mind. We buy them to have fun! If we make a buck when sold, that’s great. If not, the enjoyment value is far more valuable as memories. After all, we are going to leave this world with nothing anyway!
I always look at these articles from a different perspective. Instead of “woe is me, I’m losing money “, I think of all the buyers who may now be able to purchase their dream car.
Most out there for sale is WAY overpriced for what they are. Too many think their cars are worth top Barrett Jackson prices. You really have to do your homework to be sure you are not getting a ‘tribute’ being passed off as real. That and many pigs with fresh lipstick. More Chevelle SS’s out there than GM ever produced. Same with Cuda’s. Some ‘modern’ classics will be a problem when the electronics die or other parts get hard to find.
Members of the Topolino Motoring club will be very disappointed.
All 3 of them???
Not planning to sell my one-of-three in the US 500B coupe, or one-of-two 500B woodie station wagon anyway. Too much fun and a standout at any car gathering…
Yup, great little, and I stress little, cars. Always fun to have the oddball at a gathering!
It’s the only car in this list I could afford.
If it isn’t a 50’s, 60’s, or 73 and under American 2 door or convertible with a big engine and a 4 speed. it isn’t a classic collectible in my mind or interest. Have had lots of classics. Now have a’62 and a ’63 Impala SS 409’s and I no longer yearn for something else.
If you’ve been paying attention, the world has moved on since 1973. Shockingly, there are cars that are less than 52 years old that are considered to be collectible these days.
Thank you, too many out there with that attitude. It’s fine to like what you like but classics are defined by those that want them.
Well put.