20 Late-Model Cars Destined to Become Classics
A list of late-model vehicles that we feel have a good shot of becoming classics in every sense of the term.
While the breadth and quality of the classic-car market may be at an all-time high, so are the prices. In an era when muscle cars can bring seven figures and televised collector auctions are considered quality entertainment, it’s hard not to become at least a little cynical. To help take the edge off, we compiled a list of late-model vehicles that we feel have a good shot of becoming classics in every sense of the term.
To narrow our list to a manageable size, we limited our choices to vehicles from the 2010 model year or newer—and those with retail prices of below $100,000 when introduced. While none of these models can be considered “cheap” yet, they are generally new enough that unmolested examples can still be found for a reasonable price. And remember—the best part about owning any car is driving it. If a return on your investment is your primary goal, consider a stamp collection.
Before BMW began sprinkling M badges on otherwise pedestrian models that never felt an M engineer’s hand, there were far fewer cars that wore the legendary tricolor stripes. The 1-series M Coupe was the scrappiest runt of the litter, a true skunkworks project that was only supposed to produce fewer than 3000 copies worldwide for just one model year, 2011. BMW ended up building more than 6300 cars, 740 of which came stateside armed with enormous fender flares and dealer markups. Very few people ever sat in one, although we were lucky enough to pilot Valencia Orange examples twice (including for a comparison test). It’s possible to buy one with 30,000 to 50,000 miles for the original $47,010 MSRP. Anything less on the odometer, and $60,000 is more like it. The market has spoken.
The 1M—not to be confused with the almighty mid-engined M1 supercar of three decades earlier—is not a pretty sight. It’s a lumpy, stubby thing with a somewhat downmarket interior that features microfiber stitched in weird places. But the 1M is straight-up fun. With its brakes, wheels, suspension and rear diff swiped from the E92 M3 and a 335-hp twin-turbo straight-six from the 335is (tuned for 15 more horsepower here), the short-wheelbase rear-wheel-drive 1M dives for apexes and powers out of corners with ferocity. There’s no electric power steering or fake engine noise, just a six-speed manual and a relatively trim, 3340-pound curb weight. Orange, white, and black were the only colors. The upcoming M2 will beat all the 1M’s raw numbers, the only question is whether it can possibly feel this special. —Cliff Atiyeh
You don’t have to be a truck person to appreciate the badass-ness that is Ford’s first-gen F-150 Raptor pickup. Just look at it in all of its lane-hogging glory! As the first true high-performance off-road truck with a factory warranty, the Raptor was an instant hit upon its debut for 2010—airborne press photos and conquering the Baja 1000 desert race will do that—and its popularity steadily increased over its four-year production run. Although it made up but a sliver of the F-150’s total sales, the Raptor was the highest-volume vehicle ever developed by Ford’s then Special Vehicle Team, which means there are thousands of used examples out there—save for the unfortunate few that met an early demise at the hands of overzealous off-roaders.
While it’s a shame not to utilize such a hard-core vehicle’s full potential, many of those remaining Raptors never set a wheel off-road, serving primarily as daily drivers. And that’s key to its charm: For all its rock-climbing, desert-bashing capability, the Raptor also was a refined and comfy commuter that was reasonably priced within the F-150’s lineup. Initial versions came only in extended-cab guise with a meager 5.4-liter V-8, but the range soon blossomed to include four-door crew-cab models and a burlier 6.2-liter mill. Later trucks also gained Torsen front differentials, bead-lock wheels, and front-facing cameras for even greater capability off-road. While those latter examples, including the 2014 special-edition model, are some of the most coveted, all Raptors excel in the rough stuff. As some of the most unique creations to ever emerge from Dearborn, you can bet savvy collectors are already scoping out clean examples to stow away for the future. —Mike Sutton
Numbers don’t lie, and nothing makes big numbers at an automotive-auction house like big numbers under the hood. Fast-forward 20 years (or maybe less) and watch for the last of the big-engined Benzes blessed with AMG’s fabulous, naturally aspirated M156 6.2-liter V-8 to garner some big bucks. And the best one to feature this glorious mill (that didn’t command a six-figure price tag, anyway) was the brutally quick and wonderfully charismatic 2008–2015 C63 AMG sedan and coupe, which brandished between 451 and 481 horsepower, or 507 in the rare 507 Edition.
Not that there’s anything wrong with the turbocharged M177 4.0-liter V-8, which makes similar power in the new 2016 C63 and in other new Mercedes-AMG automobiles. But turbos be damned, 4.0 ain’t anywhere near 6.2. Besides, with everything from workaday Hondas to Bugattis brandishing forced induction, there’s something wonderfully organic about the linear power and barrel-chested character of the good-ol’ M156. So what if the C-class coupes and sedans in which the engine was placed were never more than merely okay as luxury cars? The M156 turned them into some of the most lustworthy performance cars of their time. Oh yeah, and they sound damn fantastic. We already miss ’em.
As the saying goes, there’s no replacement for displacement. And that is something we don’t think collectors will ever forget. —Steve Siler
The Sony PlayStation generation grew up with this nameplate, idolizing it onscreen, tuning the digital versions’ engines to mind-warping horsepower figures, memorizing crazed acronyms like ATTESA E-TS, and wishing one day, a GT-R would squeeze out of the Gran Turismo game’s case and onto the local Nissan dealer’s lot. In 2008, that day came. The R35 GT-R was all of the hype. The 3.8-liter V-6 did not make 480 horsepower, as was reported by Nissan. Instead, dyno tests revealed it to be considerably higher than 500. Zero to 60 mph? 3.3 seconds. Nearly 1.00 g of lateral grip. Braking from 70 to 0 in 145 feet. In our tests, a Porsche 911 Turbo and a Lamborghini Murciélago couldn’t beat a $70,475 Nissan. It sure felt like a game. Indeed, the GT-R’s performance menu screen was designed by Polyphony Digital, the studio behind Gran Turismo.
Of course, prices only went up, and after the 2014 model year it was impossible to buy a new GT-R for less than $100,000, despite the car receiving only minor updates each year (okay, and some big ones, like the 600-hp 2015 NISMO and its 2.9-second zero-to-60 capability). There were major problems. Early cars shredded their dual-clutch transmissions when owners used the GT-R’s launch control, and Nissan refused to honor warranties, leaving some customers with $20,000 repair bills. Nissan eventually settled a class-action lawsuit in 2010 and gave owners a free transmisison-software upgrade. From 2012 onward, the GT-R allowed only four consecutive launches—you get what you pay for, in this case, not the 911 Turbo’s PDK. But this is an attainable supercar that makes average drivers look incredible on a track and can still attack back roads despite its two-ton heft. If only we had enough credits to buy one. —Cliff Atiyeh
We Yanks got in under the wire. GM’s Australian Holden division is set to stop building cars on that continent in 2017, and with it go the rear-drive icons of Aussie muscle. But the Zeta platform that underpinned the Pontiac G8 (a revised version also holds together the Chevy SS) stood as the vessel for the Camaro’s resurrection, nearly resulted in a Pontiac-branded El Camino (we’re still conflicted over whether that would’ve been okay or not), gave the fuzz a performance chariot in the form of the Caprice PPV, and best of all, brought the US of A two excellent sports sedans. With LS-series V-8 power, available manual transmissions, and aesthetics that lend them to be mistaken for lesser vehicles, the G8 GXP and the SS are Antipodean Q-ships we’ll not quite see the likes of again. —Davey G. Johnson
Okay, we’re cheating here. We know our rules said that inclusion was dependent on 2010 or later availability, but we just couldn’t bring ourselves to strike one of history’s greatest cars from the list because of one measly model year. The Honda S2000, named for its initial 2000-cc engine displacement, is among the best driver’s cars ever built, and it is powered by one of the greatest engines of all time. The S2000 also was named to our annual 10Best Cars list four times.
When the car launched, the 2.0-liter four-cylinder (code name: F20C) revved to a stratospheric 8900-rpm redline and produced 240 horsepower at 8300 rpm. Spinning an F20C to the high heavens produces a wail unheard of this side of an F1 car or a superbike, and it remains one of most spine-tingling experiences we’ve ever had behind the wheel. On top of that, the six-speed manual—the only transmission ever offered—is self-shifting perfection. We’d use the same adjective—perfect—to describe the chassis, which offers loads of grip; strong, confidence-inspiring brakes; and a free-flowing conversation about what’s happening between the car and the road. The chassis was honed to samurai sharpness in the track-oriented CR model introduced for 2008.
A thorough revision for 2004 saw the engine get a bump in displacement to 2.2 liters; this was done to increase low-end drivability—key for the sort of driver who likely never saw 6000 rpm, never mind nearly 9000—but caused the redline to be lowered to 8000 rpm; at the same time, the gearbox was revised to operate even more smoothly. All of this to say that the S2000 was and remains a mind-blowing and revelatory machine, a car to be coveted now and forever in any of its forms. —Erik Johnson
Hearts are aflutter over the current Cayman GT4, a track-focused bruiser bearing the 3.8-liter flat-six from the Carrera S. It’s not as radical as it could be, but it’s more outré than what preceded it: the wonderful Cayman R. The differences between the R and the Cayman S? 10 horsepower, 121 pounds, and a fixed rear wing.
The R is about as satisfying a modern car as we’ve driven, the ultimate evolution of Porsche’s 987 platform, which also underpinned the contemporary Boxster convertible. The hottest droptop version, the Boxster Spyder, came with a frustrating manual top. At the time, we said the first-gen Spyder—there’s a new one out now—was “the best-handling stock Porsche, period.” Thing is, that might still be true. —Davey G. Johnson
When car collectors gather in 2024, we fully expect the Mustang and Camaro guys to continue the longstanding tradition of showing up with perfectly detailed rides and setting up shop front and center. Future Saab 9-5 collectors? Not so much. As the caretakers of an automotive legacy built on taking the road less traveled, the 9-5 contingent is much more likely to park in the shadows, smoke cloves, and pop in a vintage Velvet Underground cassette while lamenting President Busey’s recent landslide victory.
Ushered in just as Spyker arrived to relieve General Motors of the responsibility, the last 9-5 was the final Saab to wear the nameplate with a shred of genuine Saab DNA intact. The wraparound windshield, blacked-out A- and B-pillars, semi-fastback styling, and Saab 9000–influenced interior all worked to preserve the identity of the brand, despite its humble and definitely not Swedish GM Epsilon underpinnings. That the 9-5 existed as an automotive apparition of sorts while GM searched for a worthy suitor to take the once-proud brand off its hands only adds to the 9-5’s character, not to mention its exclusivity.
While the Saab 99 and 900 have already experienced some fringe collector interest, the 9-5’s role as the model in service when the brand’s curtain call came is sure to guarantee it a helping of notoriety. After all, how many of us would have bought a DeLorean—or a Tucker, for that matter—at a fire-sale price if you knew how beloved they would become in the future? Thought so. —Andrew Wendler
Far less common than the Chevrolet Corvette and far less refined than pretty much anything this side of a dump truck, the Dodge Viper occupies a unique place in the annals of fast-car history. The time period in question here—from 2010 through 2016—spans two generations of Viper. The previous-generation car’s final model year, 2010, marked the last time that the car was offered without electronic stability control.
The fifth-generation, coupe-only Viper debuted after a two-year hiatus, its parent company having paid back the American and Canadian governments billions of dollars in bailout loans and the car having been heavily revised and now sporting the legally required stability control, plus just a bit more refinement. The 2013 and 2014 models weren’t even Dodges, as they wore the branding of Chrysler’s SRT performance division. That dalliance was short-lived, however, as the serpent returned to the Dodge fold for 2015. No matter what era, whether from the early 1990s or 2016, the V-10–powered Viper is not for the faint of heart. But as personal vehicles evolve toward autonomy, cars like the very mechanical, very demanding Viper will stand as a special kind of raw, American throwback. —Rusty Blackwell
At this point the Wankel rotary engine has to be counted as something of a righteous failure—an alternative to the piston engine that just didn’t work out. And the last in the noble line of production rotary-powered vehicles is the Mazda RX-8.
Introduced in 2003, the RX-8 was a putative successor to the beloved third-generation “FD” RX-7. But while the two-seat FD was hard-core, hard-riding, and turbocharged, the RX-8 was built with a naturally aspirated “Renesis” version of the two-rotor Wankel that made 238 horsepower and rode on a less brutal but still capable chassis. And, oh yeah, the RX-8 had a set of rear-hinged doors behind the regular doors for access to the—gasp!—rear seat.
The easier-going RX-8 was impressive enough that Car and Driver named it a 10Best Cars winner for 2004, 2005, and 2006. “The engine’s small size allows it to fit behind the front axle, so the weight distribution skews slightly rearward once the driver buckles up,” we explained in naming the car to the 2004 10Best list. “A supple control-arm-front and multilink-rear suspension takes full advantage of that ideal distribution to deliver crisp, neutral handling at the limit of adhesion (which is respectably high, at 0.91 g). More muscular coupes may walk away from the RX-8 on straightaways, but the tables turn in the twisties.”
But as Mazda concentrated on other products and let rotary development go fallow, the RX-8 became something of an orphan. And by the time it left production in 2012, it was selling in microscopic numbers. It seemed certain that there would likely never be another Wankel-powered vehicle in production.
Then at this year’s Tokyo motor show, Mazda showed this: the rotary-powered RX-Vision concept. So, maybe not. —John Pearley Huffman
What’s in a name? Well, when that name is “Shelby” and it’s found on a Mustang (or a Cobra or even a humble Dodge Omni), that name turns said thing into an instant classic. And in no case is this truer than with the new Ford Mustang Shelby GT350.
The GT350 itself is an utter bad-ass, of course, powered by a screaming 5.2-liter flat-crank V-8 with 526 hp and 429 lb-ft of torque, while a six-speed manual is the sole transmission. With its Torsen rear differential, huge brakes, and magnetic ride control, it’s both very fast and eminently controllable, whether you’re on the road or racetrack. If that sounds too chill, the GT350R is more intense still, with no rear seats or A/C, plus a sweet set of featherweight carbon-fiber wheels.
Surprisingly affordable from Ford and wearing slammin’ bodywork, the Shelby GT350 could be considered the best Mustang in history. It’s certainly one of the most visceral. Not only is it destined to be a classic, it’s one already. —Steve Siler
The Pontiac Solstice was the star of the 2002 Detroit auto show, heralding the arrival at GM of car-guy savior Bob Lutz only a few months before. It was shown both in coupe and roadster form, both fetching bits of sculpture from the pen of the talented Franz von Holzhausen (who would go on to Mazda and then Tesla). The roadster went into production in late 2005 on a dedicated, rear-wheel-drive platform that later birthed a sibling for Saturn, the Sky. The coupe, a Pontiac only, wouldn’t arrive until 2009—just in time for GM’s bankruptcy to bring down the curtain on the Pontiac division.
All Solstice coupes came with a targa top, although since it wouldn’t fit in the stingy cargo hold, open-air driving required some forethought (a clumsy softtop was also offered). The base car came with a 177-hp 2.4-liter four, but future collectors will want to seek out the GXP version, which got a 260-hp 2.0-liter turbo that also produced 260 lb-ft of torque. With a five-speed manual, we clocked a 5.2-second zero-to-60 time and zipped through the quarter-mile in 13.7 seconds. (An available dealer-installed Stage II turbo kit, which added 40 horsepower, undoubtedly will be a value-enhancer.) A tight cabin, compromised visibility, and limited practicality were marks against the Solstice, but as the best-looking Pontiac in decades, the Solstice is likely to be wistfully remembered by fans of the brand, who’ll think, “If only, if only.” —Joe Lorio
Sure, Chevy makes a Z06 convertible now. But during the run of the C6, engineers feared the Z06’s aluminum chassis rails weren’t stiff enough to use in an inherently un-stiff convertible design. So the 427 got the regular Corvette’s steel chassis and wasn’t called a Z06. Instead, it celebrated the Z06’s stonking powerplant, the glorious LS7 V-8 (which actually displaces 428 cubic inches). Thing is, aside from the frame, pretty much everything else was Z06-spec. A short model run and the last large-displacement, naturally aspirated Corvette convertible? That’s collector-car gold, friends. —Davey G. Johnson
Subaru fiddles with the WRX STI frequently, making a suspension tweak or a rapid-fire headlight swap to satisfy the hungry. But the third-generation STI had the biggest change: a five-door hatchback body style Subaru had originally developed for World Rally Championship homologation before it killed the factory-backed team at the same time the 2008 model was debuting. Between 2008 and 2010, the STI was hatch-only before Subaru reintroduced the sedan for 2011, after which buyers could choose either style through 2014. Judging by what dealers and private owners want for these cars, STIs are apparently immune to most forms of depreciation. Asking prices aren’t far below the original $35,640 base price in 2008, and more often than not, an “affluent man-child” is ready to lap them up. That’s Subaru’s actual description of its American customers.
Compared to the current fourth-gen STI, Subaru’s 2.5-liter 305-hp turbo flat-four, SI-DRIVE settings, and electronically adjustable center differential are basically the same. But the hatch offers a slight advantage over 2011–2014 STI sedans: a 6.5-inch shorter body, 7.7 cubic feet of extra cargo space, and 11 fewer pounds. The sedan is 3 mph faster (158 mph) and has the giant rally wing. None of those specs translates to any noticeable change on the road, but mud flaps—oh, those mud flaps—look right at home on the hatch. Former C/D editor-in-chief Csaba Csere said the STI hatch “wins the ugliest-car-on-the-planet contest,” but luckily, Subie fans driving these pavement- and gravel-clawing machines aren’t easily put off. —Cliff Atiyeh
The first RS-fettled TT, the TT RS brought Audi’s high-performance brand back to the U.S. for the first time in several years when it arrived for 2012. Besides its handsome Bauhaus styling, world-class interior trimmings, and tastefully aggressive exterior bits, the TT RS also boasts an unusual engine: a turbocharged inline five-cylinder, a layout that imbues this mighty mite with as distinct an exhaust note as you’ll ever hear. (Seriously—just listen to it.)
The best part about the 2.5-liter engine, though? In U.S.-spec, it made 360 horsepower, 25 more than the Euro car—see, we can have nice things—and it was bolted exclusively to a slick-shifting six-speed manual transmission. The combination was good for a 4.0-second sprint to 60 mph, which is still going to feel freaking quick no matter how long from now you get your hands on one. An RS based on the third-gen TT is due to hit our shores sometime next year with the inline-five, but it will be an automatic-only car, and will no doubt lose some of the involvement inherent in stirring gears for yourself.
All of the above, plus the TT RS’s short model run, approachable limits, and everyday livability make this one a shoo-in for collector-car auction blocks 25 years from now. —Erik Johnson
If any car on this list appeared at first glance to have been created solely for the pleasure of professional hoarders of low-mileage, high-muscle originals, it is the Dodge Challenger Hellcat. Despite its very reasonable MSRP of $60K and change, the very first example off the line sold for a whopping $825,000.
Granted, that sale took place at a charity auction, but when rumors started to fly that production of the 707-hp beast would be limited, well, the whole “muscle car within reach of the everyman” thing started to fade under the weight of speculation. Then, just as dealers were ramping up to take orders for the Hellcat, a 1971 Plymouth Hemi ’Cuda convertible sold for a record $3.5 million at auction, essentially dumping blood in already shark-infested waters.
Thankfully, the folks at Dodge harpooned the rumors of capped production (although numbers are still somewhat limited by the supply of engines) and developed a firm but benevolent allocation system to counteract the shenanigans of unscrupulous dealers.
Still, the Hellcat checks all the boxes that make a vehicle ripe for collecting: Big power from a milestone engine? Check. Clever name and marketing? Check. Neck-breaking and tire-shredding capabilities on demand? Check. Look at it this way: There is a whole generation of genuine muscle-car fans out there who missed out on the first round of muscle madness when values skyrocketed in the late 1980s. To them, the Hellcat is a modern classic, a car just as capable of sparking memories as it is making new ones. For that reason, the Hellcat will remain special no matter how many they make. —Andrew Wendler
Transcendent handling. Exotic styling. Reasonable price tag. Maximum driver involvement. Those are the primary reasons why we loved the targa-roofed Lotus Elise when it landed in America in 2004—and why folks continue to love it and its hardtop clone, the Exige, even though they don’t treat their occupants very nicely. “Its passenger-car virtues leave a lot to be desired,” we noted in awarding it a decisive win in a July 2004 comparison test of extreme sports cars.
Prior to the release of the Elise, Lotus sales in America had struggled to break into the triple digits. In both 2006 and 2007, on the shoulders of only the Elise and the Exige, the company sold more than 2500 cars in America. Sales, however, had plummeted by the turn of the decade despite the addition of the larger Evora and despiteformer CEO Dany Bahar’s (now-failed) grand plan, and these beloved featherweights were banished from this market following the 2011 model year because their airbags weren’t up to snuff with new regulations and the engine supply ran dry.
That 1.8-liter engine was installed in many a workaday Toyota product, but in the 2000-pound Lotus, it absolutely came alive. And you didn’t have to break any speed limits to feel the sensation of velocity in this flickable, quirky two-seater. It wasn’t the quickest sports car on the market, but the 190-hp four-cylinder powered almost every example that we tested to 60 mph in less than five seconds and continued to pull strongly to sub-14-second quarter-mile times at triple-digit trap speeds. The supercharged cars were even quicker.
The Elise and Exige are amazingly fun, compromised, charismatic, and character-building automobiles. There’s a very good reason why values never really depreciated much. —Rusty Blackwell
From the heyday of the Bob Lutz era at GM came the Cadillac CTS wagon, a narrowcast play aimed at wagon-loving Europeans. The previous-generation CTS, you see, reintroduced Cadillac in Europe. There, wagons reign supreme, so GM extended the roofline and added a hatch to its rear-drive four-door. In order to take the fight directly to the Audi RS6 Avant and the Mercedes-Benz E63 AMG wagon, Cadillac offered its entry in full V-spec trim. Then, in a play to hard-core gearheads—and just about nobody else—it went ahead and offered the wagon here in the States.
“Like the Bugatti Veyron, the CTS-V wagon makes no sense,” we said in our review of the then-new 2011 model, immediately adding: “Also like the Veyron, it is awesome.” What made it awesome were the same things that empowered its sedan counterpart: a 556-hp supercharged V-8, the aforementioned rear-wheel drive, magnetorheological dampers, Brembo brakes, and Michelin Pilot Sport PS2 tires. There was even an available manual transmission—sure to be the gearbox of choice among collectors.
And the CTS-V wagon should be collectible indeed. Throughout its three-year run, the wagon’s percentage of CTS sales was mired in the single digits, and only one-third of those were the racy V model. With a CTS wagon likely gone for good, the V models a small subset of a tiny subset, and big-displacement V-8s headed for extinction, a CTS-V wagon could only be a more valuable collectible if its 55-cubic-foot cargo hold were stuffed with Krugerrands. —Joe Lorio
It’s achievement that separates a classic car from one that’s merely old. And that’s why the Mitsubishi Lancer Evolution—the Evo to any reasonable person—is guaranteed to become a future collectible. Combine the car’s racing achievements with the likelihood that Mitsubishi will never again build anything like it, and it’s a can’t-miss proposition.
In its constant quest to find a compelling image for itself, Mitsubishi got serious about rallying in the late 1980s with the turbocharged, all-wheel-drive Galant VR-4. But while the Galant VR-4 had some success, it was too big. So basically Mitsubishi created the first Lancer Evolution—the 1992 Evo I—by shoving that car’s powertrain into the smaller Lancer sedan.
Mitsubishi’s bulletproof, iron-block 4G63T 2.0-liter turbocharged four could take tremendous amounts of turbo boost. While early production Evo models were rated at well under 300 horsepower, in competition dress 500 horsepower was easily obtained. Using Evo III, IV, V, and VI models—in 1996, 1997, 1998, and 1999—Finland’s Tommi Mäkinen won four consecutive World Rally Championships.
The changes between Evo (IV or V or whatever number) models were often slight. But it’s those differences that are likely to only magnify the cars’ collectibility in the future. Well, those and the Evo’s starring roles in 2 Fast 2 Furious and The Fast and the Furious: Tokyo Drift.
The final Evo—the Evo X, the only one not powered by the 4G63T—debuted in 2008 and never was campaigned by Mitsubishi in the World Rally Championship. Despite excellent performance and handling, its lack of racing luster and the passing of the sport-compact craze let it fade in the marketplace. What a damn shame. It’ll leave production after 2015.
Perhaps the greatest challenge for Evo collectors of the future will be finding one that hasn’t been beaten to death or modified poorly. —John Pearley Huffman
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