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8 Show-Ready European Classics for Less Than $30K
Our price guide goes back nearly 20 years. We’ve added a lot of vehicles in that time, but it essentially works the same as it did in 2006. We value vehicles divided into four “condition” ratings. At the bottom is condition #4, or “fair,” for something that has visible flaws and may need mechanical and/or cosmetic attention, but still runs and drives. At the top is condition #1. A lot of people think their car is a #1, but such vehicles are actually quite rare. These are cars ready to take top honors at any judged concours event. They’re better than new. They’re beyond perfect. They’re the best in the world.
This level of cleanliness usually comes at a high price. But not always. There are quite a few classic cars that can be had in #1 condition at even a modest budget of, say, $30,000. Surprisingly, this also includes relatively rare and/or high-end British and European cars, and below are some concours-ready classics that don’t have to break the bank.
1970–74 Saab Sonett III
Perhaps the most overtly sporty thing Saab ever offered, the Sonett was actually a series of cars that spanned roughly 20 years. The first of them, the Sonett I, was a race car built in small numbers in the mid-1950s. Saab brought the name out again in 1966 for a handsome fiberglass-bodied, front-drive coupe called the Sonett II. After a few cars powered by an 841-cc two-stroke triple, Saab switched to a larger, cleaner 1498-cc V-4 from the Ford Taunus and made a name change to “Sonett V4.”
All these earlier cars stretch past that $30K cap in #1 condition, but the Sonett III doesn’t. The major redesign for Saab’s semi-sports car gave it a sharper shape and pop-up headlights, manually operated via lever. It still used the V-4 borrowed from Ford, but it now displaced 1698 cc. The Sonett III wasn’t a huge seller, with fewer than 8500 built, and they’re pretty cheap today. The #1 value is just $25,400 for 1970–73 models, and $23,800 for later ’73 and ’74 cars that have monstrous federal impact bumpers. If you prefer Saabs that look a little more, uh, Saab-like, many versions of the 900 also come in under $30K as well.
1983–89 Bertone X1/9
The X1/9 came out in 1972. The layout (transverse, mid-mounted engine) and look (Bertone-designed, wedge-y, and Italian) were exotic, but it was cheap enough that you could have Ferrari looks on a Fiat budget. Its engine grew from 1290 cc to 1498 cc and its four-speed manual became a five-speed, but it otherwise soldiered on without many changes until 1982, when Fiat retreated from the U.S. market. There was still a market for the X1/9 in America, however, so Fiat turned over marketing and support to serial automotive entrepreneur Malcolm Bricklin, while back in Italy Bertone took over actual production.
The Bertones are built a little better than the Fiat-badged cars, they have more creature comforts, and they’re rarer. For fans of Italian cars, the Bertone name also has a little more cachet to it than Fiat, even if the badge is more obscure to the general public. Interestingly enough, though, the Bertone version is worth a little less. The last few model years of the Fiat X1/9 stretch past our budget, with #1 values of $30,100. The world’s best Bertone version, meanwhile, comes in at $26,400.
1978–81 Volvo 262C Bertone
Speaking of Bertone, the Turinese design firm also had a brief stint with boxy, stodgy Volvo. The 262C (200 series, 6 cylinders, 2-door coupe) was actually designed in-house by Volvo’s Jan Wilsgaard, while Bertone built parts of the roof, windshield surround, cowl, and doors. Based on the 264 sedan, the 262C was effectively a shortened coupe version with a chopped roof, powered by the famous PRV (Peugeot-Renault-Volvo) V-6 engine. Initially it was only available in silver with a black vinyl roof, but more colors soon arrived.
Just 6622 of these Swedish-Italian oddballs were built, but they’re not particularly valuable. The #1 value ranges from $21,700 for the earlier cars powered by the 2664-cc/125-hp version of the V-6 to $26,500 for the final 1981 cars powered by the larger 2849-cc/130-hp engine. If you’re into older, curvier Volvos, some versions of the PV444/445 fit the budget, as do four-door versions of the 122.
1972–76 Jensen-Healey
On paper, the Jensen-Healey had a lot going for it. Designed by Donald Healey, built by Jensen, and powered by Lotus’ new 2.0-liter, twin-cam 907 engine, it was lighter and more sophisticated than a Triumph TR6. It was more powerful, too, and the Lotus engine’s 140 horsepower was impressive stuff from a small four-banger in the early ’70s. The Jensen-Healey was also handsome, and on the track it was successful in SCCA racing. Despite all that, the engine proved problematic and the car itself rust-prone. Jensen Motors was in rough shape financially, and shortly after building a one-year-only three-door shooting brake version of the Healey called the Jensen GT in 1976, the whole company went bust.
Jensen-Healeys have been cheap cars with a not-so-great reputation for decades, so there aren’t many examples out there that aren’t at least kind of scruffy, but the best one in the world still won’t set you back much. Roadsters come in at $25,900 in #1 condition, and the Jensen GT at just $28,500.
1991–95 Alfa Romeo 164
Built on a front-drive platform as the Fiat Croma, Lancia Thema, and Saab 9000, the 164 was the last Alfa Romeo design before the company fully came under the Fiat corporate umbrella. It was also the last Alfa Romeo sold in the United States before the company pulled out in 1995. Its Pininfarina-penned body isn’t the prettiest, but it is definitely of the period, and the 3.0-liter V-6 that came in U.S.-bound cars (in 12-valve and 24-valve form) is nice to look at when you open the hood. Depending on trim and engine, the #1 values for these sharp sedans range from $25,300 to $29,600.
1982–87 TVR 280i
With its doorstop-like fiberglass body courtesy of former Lotus designer Oliver Winterbottom and a more luxurious interior, the 280i (initially known as the Tasmin) was a big departure from TVR’s earlier, curvier coupes like the Vixen and 2500M. Underneath, though, it was a familiar TVR formula of backbone-type chassis and heavy borrowing of parts from other, bigger manufacturers, like the 2.8-liter Ford Cologne V-6 under the hood. The 280i was also the last TVR officially sold in the United States.
Quality control was never top-notch at TVR, but the parts bin nature of their construction means the 280i isn’t difficult to keep going, and they definitely aren’t expensive to buy. A convertible in #1 condition is worth just $18,100, and the significantly rarer coupe is just $18,800.
1987–93 Mercedes-Benz 190E 2.3
An entry-level Benz that slotted below the W123 series, the 190 has an elegantly simple Bruno Sacco–designed shape and enjoyed the top-tier build quality for which Mercedes had such a good reputation in the 1980s. Mercedes-Benz sold almost 1.8 million 190s in markets all over the world, with a dizzying assortment of engines. The 2.3-liter four-cylinder gas engine in the 190E 2.3 was a common mill in the U.S., and the 2.3 cars are a very affordable entry into vintage Mercedes ownership. They have a #1 value of just $25,100. The diesel-powered 190Ds are even cheaper, with a #1 value under $20K.
1980–98 Rolls-Royce Silver Spirit/Silver Spur
Hand-built English excellence with burl walnut wood trim, Connolly leather upholstery, Wilton carpets, hydropneumatic self-leveling suspension, and one of the most recognizable badges on Earth doesn’t have to cost big bucks, at least on the bill of sale. The Rolls-Royce Silver Spirit and its long wheelbase Silver Spur sibling were the first Rolls-Royces to feature the disappearing Spirit of Ecstasy hood ornament, and like any Rolls-Royce from any time period, they look positively aristocratic.
A perfect one in #1 condition is nevertheless worth $28,500 or less, depending on trim and wheelbase. Why? Well, this is one of those “if you can’t afford a good one, you really can’t afford a bad one” situations. A head gasket, or brake and suspension work, will run many thousands of dollars in parts and specialized labor, so even for a show-ready Rolls, buyer beware.
I knew a guy with an X 1/9 and he had to drive it with the top out because his head stuck out 6 inches above the car
I’m surprised TVR didn’t sue Honda… there are some very familiar lines there
I worked with a tall guy who drove a Miate. He reminded me of Mr.Potato Head.
Of course, I meant to type “Miata”
he must have been a giant! I’m 6’3″ and never had any problem with headroom in mine.
Maybe his head was bigger.
Cheap to buy can be very expensive to repair and unreliable.
Top 10 moneypits
At lets call it 19k the TVR strikes my fancy. Always been a fan of these wedge design cars and the Cologne V-6 is somewhat familiar territory. Also the last TVR I saw being honestly driven. The idea of going crazy with one also has a certain appeal. A call to Weslake Engineering. Harry Weslake, known by most for the Gurney/Weslake collaboration and largely overshadowed by Dan, was a guru in cylinder head design. Worked on number of racing engines as long as your arm. Weslake Co. still builds the 3 litre Cologne that was used in the RS 2600 Capris for vintage racing among other projects. Something like that might be interesting.
What happened to the picture of X-19 and the girl in the blue one piece on the beach you first showed? Used without permission? Certainly no one on the staff is so prudish as to find it objectionable. A better shot than the in studio pic you replaced it with unless trying to be very MTV 80s. Fiat did a TV spot some 10 or more years ago for the 500 Abarath Cabrio. A young woman sunbathing with a black scorpion on her back. Not especially risque just a bit sexy, clever and fun. Now we just see the same old same old of people taking their SUV to go kayaking. redundant. Too redundant.
One could also consider American classics from the forties.
I agree 100%………..nothing in this list that I would be interested in. Add the 30’s to the list also.
I’ve owned 3 of the 190E models mentioned. Have driven them tens of thousands of miles. They represent the best overall, overall, in my opinion, of the models presented here, if you are looking for a dependable, comfortable car for two, for two lane adventures.
First new car purchased, as a young LTjg, USN aviator. Many grand drives throughout the Pacific Northwest, including gravel roads up to about 7000 feet MSL neat Mount Baker, and running Rte 520 as winter closure approached–in the falling snow. Had to add chains a few times, but what joy to drive, albeit underpowered. I could only fantasize about a V6 variant. I’d buy it all over again. 10 years was enough and I unloaded it to my pain-in-the-butt father-in-law. He let it sit and rust!(typical). Wr took it to ski slopes in Snoqualmie and Mt Baker many times, and it had great footing. a few years later, in Va Bch, it blew it’s head gasket in afternoon traffic in a warm early summer day. Repair virtually matched its MSRP ( ~$4500), but I was delighted to pick it up and return to topless driving! Great play toy.
My X1/9 was the most fun car I ever owned and I’ve owned a big variety of cars from sports cars, muscle cars, classics and daily drivers.But the timing belt kept breaking taking out the valves. I finally gave up on it.
never had a problem with mine…but I changed it as scheduled. I replaced it with an MR2..the x1/9 on steroids. That model should have been included here.
TVR 280i – ? the inspiration for the Cybertruck design
I am a little biased because we owned and raced the #43 National Championship winning Jensen Healey from 1973 thru 2016 . That being said a good JH is a great option if you are looking for a fun roadster. Plenty of power , comfortable ride , roomy modern cockpit , and fantastic handling . Like most cars of that time rust can be an issue and poorly maintained examples can be a money pit . Parts are available and plenty of help/ advice can be easily found
Drive one and you will be impressed.
I’d happily take any one of them, well except for the Alfa….no FWD in the fun fleet. They each have their own plusses; X19 is just a blast to drive, TVR’s make you a hoon, closest Volvo even came to pretty since the p1800, 190E a sleeper, Jensen makes the MG, Triumph and Lotus in your fleet look well engineered and downright reliable! I’ll admit to a penchant for underdog Euros though, and none of these are too painful to own if properly bought and maintained.
There certainly were some interesting cars with character built back in the day.
Re your comments on “a curvier Volvo PV44/445……I think the ident should read PV444/544. My very first car was a PV544 which I bought in Bremerhaven, Germany in June 1962 from a Navy guy whose wife was PG again. I got it for about $1500 and it had less than 5000 miles on it. Brought back home with me when I was reassigned. I sure wish I had that car today.
None of you are going to have a PVR V6 anything, I hope. When I was at a Volvo dealer in the eighties a V6 came in courtesy of the local towing company. It needed a camshaft for the right bank, at least that was what the mechanic asked for.
Next morning when the cam came in it was part of a kit. One of the items was a rubber bung some 3 inches in diameter. Than might be inaccurate as the size grows larger every retelling of this tale. The more beers I have the larger the diameter.
This gets better, the instruction read, drill an appropriately sized hole in the firewall from the interior side, being careful to move the wiring harness to prevent damage.
The hole is 50 mm in diameter. How big is that? Well, I had a 2 inch hole saw in my 10 size collection which was facilitated by the need to run tubing for roll bars, which is another story. The .8mm gap would be a fine spot for silicone.
Even better, the ace technician started climbing in the drivers side of the car. I was watching to see if the drill would fit under the dash and if as to how much blood would be spilled. Soon everybody in the shop was there, along with two first aid kits and fire extinguishers.
I’d thought he was lying in the left side foot well so he’d have more space. Nope. We spent the next hour explaining left and right to Bob. He’d come over from merry old England several years ago. I had developed a sort of double check as body shops seemed to have a habit of ordering the incorrect side. The left hand drivers side and the right hand passengers side. In most countries that works. Dear old Bob was standing in front of the car when he decided the right hand was the driver’s side, “been that way forever”. That would have been the, I’ve lost track.
While I looked for a right hand passengers side camshaft, knowing the Volvo parts depot would be the only place we’d probably find one, the service manager explained things to Bob. He even took out a marker and wrote them on Bob’s hands. They were best mates and Ken had covered for Bob before, everyone gets a second chance. It’s the seventh and eighth that turn on the red light.
No parts manager in his right mind would stock one of these cam kits but you have to check if only to take the error cam kit off the shelf of the other store, where Bob may have previously worked .
It all worked out, the cam kit came from the other side of hell, the driver got three hours overtime. Bob volunteered to work late and Fred, the service writer, and I stayed to see if the Volvo ran. Fred took the Volvo out for a test drive with me following as insurance. We delivered the car and picked up our loaner, which was in reality Fred’s demo.
Next morning the service manager asked us if we’d learned anything. I told him that from now on every questionable item the shop needs has to be approved by him to avoid this happening in the future.
Fred was much less gracious, then disappeared for lunch.
Something good did come out of this, just not for Ken and Bob. Monday night after work Bob and me started work on a Volvo wagon to replace the long line of junk parts trucks we took in as trades. Out came the V6 to be replaced by a SBC.
This Volvo kit must have been developed to keep labor down on warranty claims. The other way was to pull the engine I was told. What? If you were pulling the engine why not use a Chevy 350?