One car I didn't think would increase in value? The Chevette.
This one sold for $33,000.
Granted, it only had 47 miles and pretty much looked like new–but it's still a Chevette.
By David S. Wallens
Jan 16, 2025
|
Ford Mustang,
AMG,
Dodge Viper,
MGA,
Honda S2000,
Chevrolet Corvette,
Ferrari F40,
Porsche 911 Turbo,
Pontiac Trans Am,
Audi R8
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Photograph Courtesy Mecum
What collector cars should you watch this year? Which ones are poised for records, a breather or even a retreat?
I don’t have all of the answers–heck, some days I barely find my Chuck Taylors–but here are 10 collector cars that I’ll be watching during 2025.
We should start with a barometer for the market, the Porsche 911. How’s that? A Porsche 911 will always enjoy a huge following. It’s not the latest thing, and it won’t be forgotten tomorrow. It has defined the scene since its mid-’60s release.
And at the same time, the model line offers something for nearly every taste: new or old, rear drive or all-wheel drive, turbocharged or not, coupes or open cars, relatively tame or extremely wild. You can daily one, and you can win at Le Mans in one.
How much for that experience? Totally depends. Collector-grade examples from the ’60s through today can be found selling for six and even seven figures. Drivers you’d be proud to own and drive can be found for new Honda Civic money.
And how much do I love these cars? I’ve owned my 1984 Carrera for some 15 years, and it’s a keeper.
Photograph Courtesy Gooding & Company
1979 Porsche 911 Turbo: Then, now or tomorrow, the 930 Turbo serves as an icon. I remember when these sold for new minivan money. Then, seemingly overnight, they became six-figure cars. Where will these go next? I’m eager to see: up, down or pause? Gooding & Company hasn’t yet released much info on this 1979 Porsche 930, but it looks clean while wearing a very classic colorway. Will the first number in the hammer price be a 2?
This was the Corvette of the future–and apparently the future lasted from the 1964 unveiling of the Mako Shark II show car all the way through 1982.
And with that range means something true for several cars on my list: You can find a C3 Corvette for a wide range of budgets and, a bonus, you have the choice of an open or closed car. (No matter the amount spent, though, your neighbors will likely think it’s way special.)
All of these Corvettes came with V8 engines, and obviously you’re going to pay more for the larger, rarer options. Performance generally tapered as the ’70s moved along, but an interesting tidbit: Best year for Corvette sales? 1979, with more than 53,000 units.
Photograph Courtesy Mecum
1969 Chevrolet Corvette Coupe: The words “rare” and “Corvette” don’t always have to total outrageously expensive. Case in point: this 1969 Corvette fitted with the M-coded engine casting, meaning it’s a test block. Apparently just a dozen 1968-’72 Corvettes came with this engine. Mecum just sold this clean one for $44,000. You can easily spend that much on a Hyundai EV.
This heading covers a wide range of makes and models, but we’re basically talking about the Benzes modified by AMG, not the later ones sold via the local Mercedes-Benz dealerships once AMG became an official subsidiary some 20 years ago.
Before that time, and here we’re talking about the ’80s and ’90s, AMG would build what you wanted–assuming, of course, you had the scratch. Some common themes: big power, big wheels, big luxury, big aero kits. Many cars came delivered on AMG’s iconic five-spoke wheels.
What kind of creations were built? Picture wide-body, V8-powered Benz sedans and coupes–your basic “Miami Vice” bad guy car. You wanted a full-size 560 SEL sedan fitted with a 6.0-liter V8? AMG could make that happen. You just had to pay for it. These were once a deal. Those days, sadly, are gone.
Photograph Courtesy Broad Arrow Auctions
1986 Mercedes-Benz 500 SEC AMG 6.0 “Wide-Body”: Someone ticked off all the options, fitting AMG’s twin-cam, 6.0-liter V8 plus the brand’s giant flares to the 500 SEC coupe. How much? The estimate is right around half a million.
Those who remember the ’70s likely had a soft spot for this one. But why am I picking the Trans Am over the Camaro? Two words: screaming chicken.
A bonus includes the possibility of a little Hollywood magic courtesy of classics like “Smokey and the Bandit,” “Hooper,” “CHiPs” and David Carradine’s “Cannonball.” Plus, the Trans Am got that cool engine-turned-looking dash face. (Yeah, I’m focusing on the second-gen cars here.) Also included: that V8 exhaust note, shaker hood scoop, and giant doors that may or may not sag.
Photograph Courtesy Mecum
1977 Pontiac Trans Am: While Mecum’s Kissimmee sale includes one of the actual Trans Ams used during the filming of “Cannonball,” this non-famous 1977 Trans Am caught my eye. I’m a sucker for this nose, and check out the selling price: $22,000 for what looks like a very clean, correct car. And I don’t even mind that it has the automatic. Put it in D and go cruise.
Let’s be a little honest: A lot of today’s supercars kind of look alike. Which McLaren is that–or is that a Lamborghini? Or maybe a Ferrari? Corvette? So many pointy things, so many angry faces.
How about a legit, modern, mid-engine supercar that looks like nothing else out there: the Audi R8. Cool enough for Iron Man, right?
In addition to the 4.2-liter V8, buyers could also choose a 5.2-liter V10 paired with an optional, gated, six-speed manual box. Standard no matter what, though, was Audi’s quattro all-wheel-drive system. It’s a true four-season supercar.
Photograph Courtesy Broad Arrow Auctions
2011 Audi R8 5.2: Broad Arrow sent this V10, manual-box R8 across the block during last year’s Chattanooga sale: not quite 7200 miles on the clock and wearing Brilliant Red with the Oxygen Silver side blades. It went for $115,000, less than today’s entry point for a Porsche 911.
The earliest Honda S2000 is now a quarter of a century old. Does that make it a true classic? How about some impressive specs, never mind the value: 240 horsepower from just 2.0 liters–and that’s all-motor power. Oh, and the top goes down.
I lived with one of these for a year–a then-new 2004, meaning the larger, 2.2-liter engine–and the actual experience was just as thrilling as the specs. It’s fairly comfortable on the highway–I did LAX to Daytona in ours–while the S2000 makes a formidable autocross weapon. If only my driving skills could match the car’s capabilities.
You still see S2000s on the road race and autocross grids, but lately they’ve been crossing the higher-end auction block as well. The limited-edition, track-ready S2000 CR models have been leading the charge, with one just touching the $200,000 mark on Bring a Trailer, but the “standard” cars are showing up as well. BaT recently got $61,500 for one of those.
Photograph Courtesy Broad Arrow Auctions
2000 Honda S2000: In between the usual suspects from Porsche and Ferrari, Broad Arrow will offer this 2000 Honda S2000 at its Amelia Island sale. What makes this one so special? Just 42 miles since new. The estimate is $60,000 to $80,000–basically Acura NSX money, although ones that have been driven can be found for less.
It looks like a rocket ship. Goes like one, too. Meet the original Dodge Viper GTS.
When it debuted for 1996, it added a bit of civility to the already potent Viper package–meaning the latest technology like a real roof, roll-up windows and exterior door handles. It was also wicked fast for the day, meaning easy 12-second quarter miles.
For all that performance, the Viper wasn’t too uncivil, either. It could sit in L.A. traffic–been there, done that. Note: no dead pedal though.
One more reason to watch these early Viper coupes: They’re arguably among the last of the analog supercars. Fast cars still exist, but how many of them feature a clutch pedal?
Prices today? Mecum shows a bunch of recent sale prices ranging from $50,000 to $100,000–more or less, of course. I’m curious how things settle on this one.
Photograph Courtesy Barrett-Jackson
2002 Dodge Viper GTS: This one will soon cross the Barrett-Jackson block. It’s from the last year of the original Viper GTS model run and is billed as being completely stock. Only 120 came wearing this Viper Race Yellow that year, too. Notice what’s missing from the dash? No touch screen. Analog, baby.
Remember when an F40 only cost a million dollars? We do. Now you’re talking two or maybe three times that amount.
But have prices taken a breather lately? Hagerty’s data seems to indicate that, although based on some estimates I see, I wonder. Optimism or just the hard facts?
Either way, I don’t expect F40 prices to retreat, but where they head can serve as a barometer for the upper, younger end of the market. Perhaps we can call this the Gullwing for a later generation of collector? (Heck, the Gullwing now sells for less.)
Photograph Courtesy Mecum
1992 Ferrari F40: Mecum has offered several F40s lately, with this Euro-spec car lined up for the upcoming Kissimmee sale. The estimate? $3.25 to $3.5 million dollars. I’m eager to see what the room actually says.
A basic tenant of car collection? People want what they couldn’t have during their formative years. Blame Mom and Dad, blame the going rate for delivering papers.
What did those of us growing up in the ’80s want? A new Mustang. What did we have? Not a Mustang.
The Fox-body Mustang ran from 1979 all the way through 1993: hardtops and open cars, V8 or small-bore option. Before 1986, the Mustang had old-school sealed beam headlights. After that, it got the aero headlamps that everyone was quickly adapting. Power steadily climbed, too. Then add in all of the special editions from both the factory as well as aftermarket tuners like ASC and McLaren. So, so many options.
Photograph Courtesy Mecum
1993 Ford Mustang SVT Cobra: The Fox model run includes so many favorites–LX 5.0, SVO, Indy Pace Car, ASC conversions, etc.–but I’m going to keep an eye on these end-of-the-run SVT Cobra models: increased power, retuned suspension, four-wheel-disc brakes, 17-inch wheels, and an aero kit that, at least in my eyes, is a little more tasteful than the Mustang GT’s. Mecum just got $38,500 for this one, although I see that the house sold another one for nearly double that.
I think that prices on the traditional Little British Car have been what they’re going to be, as I just don’t see a standard MGB or TR3 ever fetching Porsche 911 money. But there’s one car from that class that I think could see its values inch higher over time: the MGA.
Why this one? First, look at it: Jet Age styling with clean, flowing lines from stem to stern, all punctuated by those cut-down doors. From behind the wheel, it feels like you’re flying.
Then add in those easy-to-manage MG mechanicals. So while it looks like something Elvis would drive–he once did–an MGA is as easy to service as a riding lawn mower. Okay, maybe a slight exaggeration, but you get the point. And then add in that you can easily spend more on a newer Miata.
I think the MGA is one of the cars from this class that would appeal to someone who’s never adjusted points or SU carbs before. It just has that extra presence.
Photograph Courtesy Mecum
1961 MGA Roadster: These later cars have the bigger engine along with front disc brakes. This one just went unsold at Mecum, with bidding topping out at $20,000. As Mecum says, The Bid Goes On …
One car I didn't think would increase in value? The Chevette.
This one sold for $33,000.
Granted, it only had 47 miles and pretty much looked like new–but it's still a Chevette.
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