1976 Porsche 912E
Average asking price*: $15,550
Collector status: Buy and hold

There’s no arguing that one of the breakout stars of 2014 was the air-cooled Porsche. Since January alone, prices of 356s, 911s, 912s and 914s have increased an average of 28%, with some exceptional 993s and early short-wheelbase 911s approaching 50%. Somewhere in the middle of the pack are the “impact-bumper” 911s, led by the 1987-1989 G50-gearbox 3.2 Carrera and descending with each generation to the 1974-1977 2.7. It was in this early G-Modell period that Porsche needed an entry level model to bridge the one-year gap between the Volkswagen-based 914, last sold—albeit poorly—in the US in 1975, and the new-direction 924, also initially developed for Volkswagen. The solution was a relatively simple one: resurrect the 912 nameplate, last used in 1969, as well as its concept of powering the existing 911 chassis by a much cheaper Volkswagen power plant; in this case, a 2.0 liter variant of the Type 4 motor with Bosch L-Jetronic fuel injection (Einspritzung). In the Porsche boardroom—not known for good ideas during the mid-70s—it seemed like a good idea on paper. In practice however, it was a US-specific car and with the 924 already having debuted at the end of 1975, budget-minded buyers were keen to wait for the new generation whilst purists weren’t ready to accept Volkswagen power in a “true” Porsche.

In the end just under 2,100 units were built. The low production numbers are just one of the ways a 1976 Porsche 912E compares favorably to its 911 sibling (of which there were 10,667 made). The magnesium case used in the 911’s flat six was another one of those ideas that seemed good on paper. It was light weight and allowed the displacement to grow from 2.4 liters to 2.7 in an effort to keep pace with much faster competition. The problem was that the magnesium warped under air-cooled conditions, while head studs popped out and the valve guide issue that would plague every air-cooled Porsche motor that came after was spawned. In short, they blew. Today, most 2.7s have been replaced by later aluminum SC motors, although some exceptionally well-pampered examples have held up. The little VW Type 4 on the other hand, despite being a rather pitiful performer, was tried and true. Because the Type 4’s displacement was 700 cc’s smaller than the 2.7, the notorious thermo reactor that compounded the 911s woes didn’t have the same effect on the 912E (although it did impact power output, hence most 912E owners today have removed them, except in concours cases). The 912E was also almost 200 lbs. lighter than the 911. This in no way compensated for the nearly 80-hp difference, but it did have better weight distribution (44/56 vs. 41/59) to make for a more predictable handling car, should it ever reach speeds where that was warranted. As expected, fuel economy was also better and of course it cost considerably less; more than $2,000 (in 1976 dollars) less, similarly equipped. In many ways, the 912E was more a sporty practical car than the sports car that could be practical, which was the 911.

Ultimately, it is the feeble little Type 4 that has saved the 912E for posterity. The motors are so durable and reliable that many of the 2,099 912Es built are still on the road. Comprehensive rust-proofing would come to Porsche the following year, so some have succumbed to decay. And because they were always relatively affordable, some others have been used as platforms for fiberglass kits that convert them to a 930, 993 or 959 appearance. Others still have big bore kits or engines replaced altogether with hot-rod VW motors or the aforementioned 3.0-liter SC motors. The ones that remain are of typical Porsche driver quality: needing some reconditioning and sorting out, but far from hopeless. A quick craigslist search for a good driver-quality 912E came up with prices ranging from $13,500 to $17,900, whereby we can expect a low 20s number for a high-quality example. It’s no 911, but it looks like one and in many ways feels like one, whist a relative bargain—perhaps the only one left—among the skyrocketing air cooled Porsches.

1976-1977 Toyota Celica GT Liftback
Average asking price*: $6,700
Collector status: Buy and hold

Often referred to as the “Mini Mustang,” its unapologetic resemblance to Ford’s original pony car is no accident. Around the time of the Mustang’s development, Toyota was trying to get a foothold in the American market and had approached Ford about selling a small two-door aimed at first-time car buyers.  Ford flatly turned Toyota down as they felt neither the car nor Toyota could be taken seriously. This spurred Toyota on to build their own pony car using the same philosophy as Ford did with using the mid-size Falcon as the premise for the Mustang. Using the mid-entry Carina as a platform, Toyota created the Celica and with it, an automotive luminary that would last seven generations was born.

In 1976, six years after the US introduction of the two-door coupé, a Liftback model was added to the Celica line. Available only in GT trim (center console, gauge package, rocker stripes and chrome beauty rings over styled wheels), the Celica Liftback GT bore an even closer resemblance to the late 60s Mustang Sportroof/Fastback. By this time the Celica had carved out a prominent place in the market against domestic competitors like the Chevrolet Vega and Ford’s own Mustang II. The Liftback’s styling (and seldom-mentioned practicality) gave it added appeal.

Performance is somewhat timid by today’s standards, but compares to other four-cylinder sports/GT cars of its day like the the MGB GT. Its 2.2-litre 20R motor only puts out 96 hp and its cast iron block and cylinder head add to the car’s 2,600 lb weight, but sitting low in its wraparound cockpit, the Celica GT feels sportier than it is. Its 5-speed gearbox is reminiscent of the Muncie “rock crusher” 4-speeds of the late 60s-early 70s GM muscle cars. The car feels solid and that feeling is carried through to infallible reliability in the drivetrain and all working parts.

The first generation Celica (1970-1977) enjoyed immense worldwide popularity. In its final year alone, nearly 170,000 were built. Attrition is high however due to rust and recklessness. Today, it is increasingly difficult to find an original, unmolested, sound copy, but they do exist. Given the recent rise in appreciation of Japanese Nostalgia—particularly in the “limited investment” category—the Celica GT Liftback is bargain that is sure to appreciate.

1978 Saab 99 Turbo
Average asking price*: $9,700
Collector status: Buy and hold

Saab was always a company that believed in doing things differently—not for the sake of being unique, but for what was sensible. It therefore wasn’t much of a surprise when they were the first European automaker to bring turbocharging to the family car. Making its world debut at the Frankfurt auto show debut in September 1977, the 99 Turbo instantly became one of the most emblematic cars in Saab’s history. It used the four-cylinder 2.0L engine from the stalwart 99E/EMS, but with the Garret AiResearch turbocharger, put out 145 hp (135 in US trim), which was equal to that of the Triumph V8 that Saab had briefly considered for the 99. Torque was increased dramatically compared to the non-turbo 2.0L (174 ft-lb vs. 119). Despite mostly understated exterior colors (Black, Cardinal Red, Grey, and Silver), the 99 Turbo was immediately recognizable by the specific “Inca” alloy wheels, as well as a front air dam and a unique ducktail spoiler at the base of the rear window (the 99 Turbo was only offered as the Combi Coupé body style in the US).

Driving a 99 Turbo is the kind of unbridled exhilaration that only an early non-intercooler turbocharger can offer (not unlike the early 911 Turbos). Abundant turbo lag is followed very quickly by neck-snapping acceleration. There’s so much thrust in fact that we’re thankful for having the weight of the motor over the driving wheels. Gearbox is only a 4-speed but given the higher revs needed for optimal boost, this doesn’t affect the car’s performance. Braking is exceptional. Steering is typical front-drive understeer but a little bit of practice with nipping the turbo on exit keeps the car well balanced. It’s a car that invites interplay and that is exactly what make it so infectious once that relationship has been forged. Seats don’t offer much side support, but are typical Saab ergonomic and covered in a high-quality a velour that provides additional grip in hard cornering.

The 99 Turbo was only offered in the United States during the 1978 model year and only 4,233 were imported (plus 50 of the 100 press cars built at the end of 1977). Of those, many have been abandoned due to lack of proper maintenance or care of the non-intercooler turbo motor. Others have succumbed to rust. Finding a well-sorted, well-cared-for 99 Turbo will be challenging but regular checks of forums and classifieds like saabnet will yield an appreciating and appreciated piece of automotive history.

1989-1990 Porsche 944 S2
Average asking price*: $14,900
Collector status: Buy and drive

As an evolution of the Porsche 924, which itself was initially developed by Porsche for Volkswagen, the Porsche 944 was tremendously popular with both press and public. Yet it was never accepted as a true Porsche by enthusiasts, especially brand-loyal ones. The water-cooled, front-engine layout simply did not seem to fit in with Dr. Porsche’s vision, or what this set assumed it to be. With continuous improvements and variants that tried—and on paper succeeded—to establish the 944 as the new generation, Porsche increased engine size and offered turbo variants that were equal to the 911’s performance while offering better manners when pushed to the limit. The result was a sports car that was quick, handled well, maintained some creature comforts and was relatively affordable. Today, when air-cooled, front-engine Porsches like the Panamera and Cayenne or more of the norm for Porsche, the 944 is gaining some of the dignity it never had when it was new. Values of limited-production Turbo S and S2 Turbos can easily approach the $20,000 mark.

In its midlife, between 1989 and 1991, there was the 944 S2. With what was the pinnacle of engine development for the normally-aspirated 944, the 16-valve 3.0-litre motor (which would go on to power its successor, the 968) put out an impressive 208 hp (just 9 shy of the series 1 951 Turbo model) which propelled the car to 60 in 6 seconds (only 3/10 off the 911’s time). In addition, the S2 was available with the new M030 suspension package with beefier springs and sway bars and well as adjustable Koni shocks. This gave the 944 track-like handling but kept it civilized enough for everyday driving.

Prices for 944 S2s have spiked in the last 18 months. Where once it was common to find an excellent S2 for well under $10,000, that is now the ante. Guideline cars are now comfortably in the low teens, with excellent examples fetching close to the $15,000 parameter. These cars invited being driven hard and many were, so some patience is required to find a pampered one, but its appreciation and joy of ownership will pay dividends.

1973-1974 Porsche 914 2.0
Average asking price*: $12,900
Collector status: Buy and drive

The Porsche 914 was developed as a collaboration between Volkswagen and Porsche, where the same car with different engines was marketed by each, respectively (albeit both badged as Porsche in the US). Volkswagen versions featured a 1.7 liter four cylinder, whereas Porsche’s model was powered by a 2.0 liter flat six, the 914/6. In 1973, amid poor sales relative to Volkswagen’s four cyclinder, Porsche replaced the 914/6 with its own flat-four model, the 914 2.0. Despite strong sales, during its run from 1970-76, the 914-4 struggled to gain acceptance with Porsche purists. Jump ahead nearly 40 years—in a world of Porsche SUVs and four-door GTs—and the 914—at least the “genuine” 914/6 and 2.0—is not only accepted by purists, it is appreciated for its peppy performance and perfect 50/50 weight distribution stemming from the rear-mid engine layout. That, combined with the low center of gravity from the horizontally opposed motor configuration, results in superb handling that is not only worthy of the Porsche name, but is regarded by many as having road manners equal to or better than any of its contemporaries, which include its stablemates. In fact, values of the 914/6 (less than 3,500 made) and the 914 2.0L “Creamsicle” and “Bumblebee” Limited Editions (500 made of each) are often eclipsing those of 911s from the same time period.

The 914 was a car developed under the Nordhoff era for Volkswagen and was a radical styling departure from the Type 34 Karmann Ghia it was meant to replace. Not everyone agreed with Porsche’s design influence but 40+ years after its development, it still looks unique and not at all out of place. Nevertheless, the 914’s real appeal is in the way it drives. It is a car that you immediately feel at one with, sitting low with all controls ergonomically placed in front of you. Handling is extraordinary. 914s have always been all about handling with their mid-engine layout and low center of gravity. It always feels light, never cumbersome. In short, it’s very Porsche-like and with the 2.0-litre motor in particular, the performance is there as well. The 2.0L was sold between 1973 and 1976. 1973 and 1974 are the most sought after as the later models required heavier, homelier black rubber-covered bumpers (as opposed to painted bumpers or chrome that came with the Appearance Group). Narrowing the search to those model years will also limit the number available out of the total 914-4 production run of nearly 120,000. Rust is a significant factor and many have either succumbed or aren’t worth the restoration cost. Others have had their factory fuel injection replaced by dual Webers. Once the search is limited to a rust-free, original 2.0L, the search becomes more challenging but the payoff is a 914 that will follow the trend of skyrocketing air-cooled Porsche prices.

1980-1981 Pontiac Firebird Turbo Trans Am
Average asking price*: $14,900
Collector status: Buy and hold

After emissions and safety standards brought about the demise of the American muscle car in 1970, few manufacturers bothered to keep the flame, focusing on the appearance of performance as opposed to true performance. One of the few exceptions was the Pontiac Firebird Trans Am, that continued to cater to a specific buyer that subscribed to the no-replacement-for-displacement philosophy. Today, that effort is being recognized with values of the limited-production Super Duty 455 eclipsing the six-figure mark. The fuel crisis, first in 1974, then in 1979 dealt a final blow to the cubic-inch approach and manufacturers began producing smaller, more “european” inspired cars that complied with CAFE (Corporate Average Fuel Economy) standards and catered to a wider audience. Spurred by the popularity of the Smokey and the Bandit films, Pontiac wasn’t ready to let the Trans Am go the way of the Mustang II and instead looked at turbocharging as a means of getting more horsepower out of a smaller, more efficient motor. To this point, the turbo motor was used to the same effect with a four-cylinder motor like that in the Chevrolet Corvair, BMW 2002 and Saab 99, as well as six-cylinder motors, like those in the Porsche 911 and Pontiac’s own sister division Buick with its Regal V6. However, Pontiac was the first to take advantage of induced horsepower combined with the inherent torque found in a V8. While the result paled in comparison to the Ram Air, HO and SD 455 of the late-‘60s and early-‘70s, it was the most powerful engine to come out of Pontiac—or GM for that matter, Corvette included—since 1975. It was a concept that on paper seemed brilliant, but in practice it missed the mark. While the technology was new, the Trans Am’s F-body was now in its 10th year. Buyers simply didn’t know what to make of turbocharging in 1980. Muscle car guys still wanted cubic inches and the Turbo Trans Am was down nearly 100 cubes on the previous TA 6.6. Despite excellent handling for an American car at the time, the Turbo TA was no match for European competitors like the Porsche 928.

In short, the Turbo Trans Am felt completely out of place and as a result, only around 9,600 were sold. Among those, a good percentage met early deaths as owners new to turbocharging—especially non-intercooled—simply weren’t able to care for them properly. That bodes well, however, for collectors today. Few excellent examples remain and as the nostalgia trend shifts from the late-‘60s and early-‘70s to later model cars, the Pontiac Trans Am Turbo stands out as a rare example of American performance in a safety, emissions, and fuel-conscious world.

1994-1995 Nissan 300 ZX Twin Turbo
Average asking price*: $14,200
Collector status: Buy and drive

When we look at what is ripest for picking in the collector and petrolhead market, the lowest hanging fruit is the car that didn’t get its due when it was new, sold in low numbers because of it and suffered deep depreciation in the aftermath. Perhaps nowhere exists a better example of that than the Z32 300ZX, made between 1989 and 2000, but unable to compete in the US after 1996. It was a media darling upon its introduction, called the best Z ever. In Twin Turbo trim, it was especially dazzling with supercar performance, four-wheel steering and other technological advancements.

Criticisms were few, chief among them that it was heavy for a sports car. 1,500 kilos is indeed heavy, but only slightly more so than the Porsche 911 of its day. With 20 horsepower more, the 300ZX Twin Turbo in fact had a favorable power-to-weight ratio. Thought it often gets compared to its contemporaries, the FD RX-7, MK 4 Toyota Supra Turbo and Acura NSX, the 300ZX Twin Turbo is less of a sports car and more of what Nissan itself referred to as a dream car: sports car power and handling with civilized creature comforts, quality finish and real-world ownership costs. It was its initial cost however—approaching $50,000 in 1995 dollars—that was its ultimate doom. Its reputation tarnished by the bloated, softened, indistinct F31 it replaced—and far far removed from the original Z car—the 300ZX wasn’t able to find an appreciative audience among buyers. In 1996, Nissan discontinued the Z32 in the US, though it would trudge along elsewhere until 2000.

Depreciation set in quickly and after 10 years off the world stage, the 300ZX found itself at around 10% of its original MSRP. Since then, prices have been gradually creeping up, aided by a post-recession spike. Today, excellent examples of non-turbo 300ZXs can be found for well under $10,000 while quality Twin Turbos are in the low- to mid-teens, with a few exceptional ones approaching $20,000. That’s a good indication that other very good to excellent examples will soon be fetching the same $20,000 or more and now is a good time to buy. Furthermore, apart from some of the techie goo-gaw, they’re relatively durable drivetrains, so they can be enjoyed while they appreciate without too much degradation.

1985-1991 Mercedes-Benz 560 SEC
Average asking price*: $9,300
Collector status: Buy and drive

If the 80s were about affluence, power and opulence, there were few cars better suited to express it than the W126 S-Class. It was big. It was luxurious. It was sleek. But it was also smart. Safe. And as the tagline stated at the time, engineered like no other car in the world. In short, it was uncompromising. It was the Flagship of the Mercedes-Benz product line, commanding a sticker price of over $65,000. With an incredible 12-year production run, no S-Class before or since has captured the essence of what it means to be a flagship for longer. It continues to be used in film and popular culture as the iconic Big-body Benz and doesn’t get much argument when referred to as classic. By the end of its production run in 1991, refinements—in styling, safety, appointments and drivetrain—led to the best of the breed. Along with the long-wheelbase 560 SEL sedan, the more personal 560 SEC coupé evokes power and panache like few cars throughout history. Even today, it is perfectly at home in just about any environment where style and grace meet suave and sexy.

Although production numbers for the 560 SEC are far higher than for the 380 SEC it replaced (the even more rare 420 SEC was never imported to the US), it remains the more sought after. This is primarily due to its big 272-hp V8 that holds a 70 hp advantage over its predecessor. Subtle styling changes like softened bumpers and rocker panels updated the appearance as did 15″ slotted flat wheels, replacing the 14″ Premeire or “bundt” wheels that had been a Mercedes-Benz icon since 1969. Driving a 560 SEC, there’s no glazing over that this is a big, brawny, car, yet precise steering and a rear self-leveling suspension keep it from becoming boatlike. Adequately bolstered dual-stage heated seats add to the driving experience while in familiar Mercedes-Benz surroundings like leather and burl walnut in a climate-controlled cabin. And there is of course that unmistakable classic Mercedes feeling of safety and security through exceptional build quality. It has a road feel that is lost in modern cars, yet it fells perfectly current. In short, it’s a Mercedes-Benz.

Values of the 560 SEC have remained steady over the past few years. Marquis examples however are commanding marquis prices and sell relatively quick so there is a demand for them. Some have become garishly modified pimp rides, but as a rule, they are the type of car that have been well cared for through proper maintenance, garaging and routine cleaning. Most have well over 100,000 miles, but lower mileage SECs are not uncommon. With over 28,000 built, it’s not an especially difficult hunt. The reward a statement of elegance and prestige, along with a classic presence that simply cannot be found in today’s luxury cars.