15 Classic Cars to Buy in 2026 — Backed by Data, Driven by Desire

So here we go, my annual video on what classic cars

to buy this year, 2026.

Haggerty in the US released its yearly bull market list

right at the end of December, 2025.

But UK Haggerty has finally just dropped its list

this weekend just now.

So I've got the full rundown now on both of those lists.

Plus, I'll be adding top choices of my own two

and I think you'll like those.

Now, this year feels a little different

because the classic car market is

in a strange place right now.

On the surface, everything looks hunky-dory.

Auction headlines are still screaming seven figure results.

Instagram is full of glossy restorations,

a cool classics and packed classic car meets.

You'd be forgiven for thinking that, well,

nothing has changed.

But underneath the surface,

something very important has shifted.

The post COVID boom is over.

The easy money has gone.

Buyers are no longer throwing cash or anything with chrome,

the smell of oil and leather,

or just because they used to have a poster of it on the wall.

People are thinking harder, looking longer,

asking more questions.

The classic car market is no longer being driven by hype.

It's being driven by intelligent, thoughtful behavior.

And what I mean by that is this,

the market is now paying much closer attention

to who is actually buying, what they're buying,

how quickly those cars sell,

and whether people are prepared to live with them

once the honeymoon period ends.

That's what makes the Haggerty bull market list

so important and so fascinating,

even if I don't always agree with their choices,

because their approach is rooted in something

that I suppose most enthusiasts

don't really like to talk about, that is data.

Haggerty doesn't just look at what cars are desirable

in theory, they look at what's really happening in reality.

They study insurance valuations,

they study auction results, private sales,

sell-through rates, the time on market, demographics,

who is insuring what, who is buying, who is selling,

and who is just walking away.

So in other words, they're not asking people

what they say they love.

What they're doing is asking the question,

well, what are people actually doing?

And in 2026, that distinction matters even more than ever.

When you look at the two lists side by side,

the contrast is actually quite fascinating.

The UK list is cautious, pragmatic,

deeply revealing about the state

of the British classic car ownership situation right now.

It prioritizes liquidity, usability,

and confidence over glamour.

It's less about dreams, maybe,

and much more about practical real-world decisions.

The UK list also mentions Haggerty's collectability percentile,

which ranks how desirable and sought-after a car is

compared with others in their database

based on factors like buyer interests,

value trends, demographics, and market activity.

The higher the number, the stronger the long-term collectability.

Compared to the UK, the US list is louder, broader,

and more indulgent.

It even breaks tradition by expanding to 11 cars

instead of the usual 10.

And that alone tells us a lot

about the American enthusiast's market.

So after we go through both lists in detail,

I'll also be adding four cars of my own choosing.

Now, originally, that was going to be five,

but since the US decided

that it was gonna stretch itself to 11,

I have to keep mine disciplined and stop at four

because then that will give us a nice neat list

of 15 cars in total.

Right, this is gonna be a long one.

So grab yourself a cuppa, settle down on your favorite sofa,

and let's get into this right after this.

A brown car guy.

So let's start with the just released UK bull market list

for 2026.

And we have the Mercedes-Benz SLK,

the R17 2004 to 2011.

This is the second generation SLK, let's be honest.

This is not a car that gets many petrol heads excited.

It probably doesn't feature on many bedroom walls.

But from a data point of view, I guess it makes sense.

Haggerty seems to put it in this list

because it's at the top of the sell-through rate.

These cars sell very quickly, they sell consistently,

and they sell to a wide range of buyers.

The SLK R171 sits in a useful sweet spot, if you like.

It's modern enough to feel dependable,

old enough to avoid the worst excesses of modern complexity,

and affordable enough that buyers don't feel paralyzed

about spending that sort of money.

Haggerty points out that the SLK200 compressors

start from around 5,000 pounds,

while the SLK55 AMG, with the 5.5 liter V8,

is closer to 10 plus grand,

with prices already starting to rise

for those particular ones.

The folding hardtop gives proper year-round usability

and the engines are generally robust,

and ownership doesn't feel like a lifestyle commitment, maybe.

But from Haggerty's perspective,

this is exactly the sort of car

that thrives in a cautious market.

It's an intimidating, doesn't demand specialist knowledge,

and buyers feel confident that they could sell it again

without much drama.

They even note that every Mercedes convertible,

eventually, does become collectible,

although the SLK's collectability percentile sits at 39.

Personally, I see this more as a decent used car

rather than the classic.

It doesn't really get my juices flowing.

I understand the logic,

but it feels competent rather than charismatic.

It feels sensible rather than stirring.

That said, I wouldn't say no to an SLK55,

the Vauxhall Viva 8C 1971 to 1979.

This is Haggerty leaning hard

into the entry-level classic buyer.

The Viva 8C represents something important

in the UK market, accessibility.

It's small, simple, unintimidating,

and for many buyers, it feels like a safe way

to dip a toe into a classic car ownership

without overcommitting financially

or maybe even emotionally.

Haggerty sees strong interest here

because these cars are easy to understand.

There's very little mystique, no complicated systems,

no overly complex technology,

and no terrifying bills if something goes wrong.

For a certain generation,

there's also a strong nostalgia factor.

That said, Haggerty still places its collectability

to percentile at just 1.8,

with prices starting from around 4,300 pounds

for a 4-door or 1,300.

That tells you this is about participation,

not speculation.

I can see why it works for first-time buyers,

and I do like the 1970 styling,

but again, it's not a car that excites me personally.

Riley 9 Imp, 1934 to 1935.

The Riley 9 Imp represents Haggerty

making a conscious case for vintage cars

at a time when that end of the market has clearly softened.

Values of pre-war cars have fallen significantly

in recent years, and the Imp is no exception.

Haggerty, however, still puts the recurrent value

at around 60,000 pounds plus,

with prices still roughly 20% down over five years,

and the collectability percentile is 56.5.

The usual criticism is predictable.

People say vintage cars are hard work.

The steering is heavy, the brakes are weak,

and they're only really enjoyed by older owners.

There is some truth in that.

Pre-selector and crash gearboxes take a bit of learning.

Cable-operated drum brakes demand anticipation

rather than aggression.

But with its 1087cc straight four,

the Imp is effectively a lightweight,

sporting cousin to Riley's MPH,

a car that genuinely took the fight to MG in period.

An open two-seater form, it feels alive

and engaging in a way modern cars simply can't.

Ownership does skew older for this car

with 76% born before 1965,

but there's still a healthy 20% Gen X presence

which tells you that this isn't just about nostalgia.

Personally, I admire the oddness.

I admire the engineering story,

but living with one requires patience,

understanding, and tolerance for idiosyncrasies.

And honestly, it's not for me.

Volkswagen Golf GTI Mark II, 1982 to 1992.

Okay, now we're talking.

Proper icon territory.

Haggerty's hot hatchback index shows

this segment has been one of the strongest performers

in the classic market over the past three years

with another clear uptick in the last 12 months.

Classic hot hatches offer a rare mix of genuine fun

and styling that still feels modern enough to live with.

And the Golf GTI remains the benchmark.

The Mark II Golf GTI

is one of the most sensible enthusiast classics you can buy.

It retained the Bosch fuel-injected 1891cc engine

from the late Mark I,

but it gained a larger, more modern body

with improved handling and refinement.

Now, in 1986, the 16-valve version arrived

with 139bhp giving it a noticeable performance boost.

And really, this is the one to get.

This is also the car that many people

actually remember wanting, myself included.

The interior was updated too,

making the car feel more contemporary than its age suggests.

Value is a big part of the story.

Haggerty notes that an excellent Mark I GTI

now sits at around 21,500 pounds up nearly a quarter since 2020,

but the Mark II has remained relatively flat

at around 15,300 pounds for the 8-valve

and 16,600 for the 16-valve.

Demographically, the signs are very strong.

The GTI has the youngest ownership profile

on this year's UK list

with 92% of owners born after 1965

and a strong millennial and Gen Z interest.

Haggerty's collectability algorithm

also scores the Mark II 10 points higher than the Mark I.

The Mark II GTI delivers real driving enjoyment

without the fragility or the intimidation factor

of many older classics.

And it still fits into modern life with ease.

Toyota Supra Mark IV A80, 1993 to 2002.

And now we move on to something much more global.

This is a car that has long since crossed over

from being just a performance coupé

into full-blown cultural icon territory.

Films, games, tuning culture, and motorsport

have all played a role.

But crucially, that interest hasn't faded.

If anything, it's hardened.

Haggerty points out that while values

searched dramatically a few years ago,

the Supra has now settled into a more stable phase.

Prices haven't collapsed.

They've consolidated.

And that's often a sign of a car moving from hype

into long-term collectability.

Mechanically, the Supra backs up the legend.

The three-litre straight six, particularly in twin-turbo form,

earned its reputation for strength the hard way.

I've always loved Supras.

This one definitely deserves its reputation.

It looks dramatic, it feels special,

and it represents a moment when Japanese manufacturers

were quietly out-engineering everyone else.

That said, I'd approach buying one with a cool head.

This is a car where originality matters more than ever,

although that's really hard to find.

The market is dominated by modified examples,

and while some are brilliantly executed, many are not.

Heavy tuning, poor quality modifications,

and hard use are common with these cars.

But the right one, if you find it, get it,

and the Supra still makes enormous sense.

Not just as a nostalgic icon,

but as a genuinely significant modern classic

with global demand on its side.

Ford Transit Mark I, 1965 to 1977.

This is one of the most quietly fascinating choices

on the entire list, I would say.

At first glance, a first-generation Transit

feels like an odd inclusion on a Hagerty bull market list.

It's not glamorous, it's not fast,

it's not traditionally collectible

in the way that maybe sports cars tend to be.

But Hagerty isn't chasing glamour here.

They're tracking emotional memory.

For a huge number of people,

the Mark I Transit is woven into their everyday life.

We're talking builders and traders, family businesses,

holidays, childhood.

It's a vehicle that feels familiar

rather than aspirational,

and that familiarity creates confidence in the market.

Hagerty's data backs that up.

The Mark I Transit with a two-liter petrol engine

now sits at around 17,200 pounds

with values up 6.2% over the past five years

and a collectability percentile of 47.2%.

Not explosive growth, but steady, resilient momentum.

They also point out something important

about why the Transit matters historically.

While Volkswagen went down the route

of small, efficient engines with a Type 2,

Ford went for grunt almost from day one.

At launch in 1965, buyers could choose from diesel engines

and several petrol options,

including the Joule in the Crown,

the three-liter V6 producing a very healthy 138bhp.

That engine was originally intended for specialist uses

like police vans, but it famously found favour elsewhere.

The urban legend goes that by 1972,

95% of London bank jobs were carried out using transits.

Those V6 models with their extended pick snout

noses are now highly collectible.

Hagerty, however, singles out the two-liter petrol

as the smarter play.

It offers respectable performance at 93bhp,

a relatively strong collectability algorithm score,

and a price point that's still attainable.

Vans also tend to hold value better than pickups,

and genuine survivors are now rare,

so find the best that you can.

Recent strong asking prices suggest that the market

could still have more room to move.

Add to that the famously passionate Ford enthusiast base

in the UK, and you've got a classic that's usually well supported.

I completely understand why it's on the list.

It makes perfect sense in a nostalgia-driven lifestyle-led market.

Personally, though, if I were going to have one,

it wouldn't be standard.

It would have to be customized.

Lowered, bigger tires, and you know what?

Let's give it an 18-pane job.

MG, MGA 1955 to 1962.

This is very much Hagerty leaning into traditional British

classic territory.

Like many British sports cars in the 1950s and early 60s,

the MGA values have softened in recent years.

Hagerty puts the current value of a 1600 Coupe

at around £25,700, with prices down 10.7% over the past five years,

and a collectability percentile of 27.1%.

Ownership also skews older, with 65% of owners born before 1965,

which tells you that this is a mature, established market.

That said, the MGA still has a lot going for it.

Its race drive design means relatively simple construction

and engaging, period-correct driving ability.

It's not fast by modern standards,

but it's involving mechanical and honest.

There's also excellent parts availability,

a strong specialist network, and a huge range of upgrades

if you want to improve the drivability a bit more

without ruining the character completely.

Hagerty highlights the MGA's versatility as well.

This is a car that works just as well for a relaxed summer run

to the pub as it does for longer road trips.

Their own Charlotte Veldin famously drove hers

all the way to the north of Norway,

which tells you a lot about how usable these cars can be

when properly sorted.

They single out the 1600 as the sweet spot in the range,

sitting neatly between the earlier 1500

and the more expensive twin-cam and deluxe models.

The collectability algorithm agrees,

placing it in the healthy mid-range,

where usability and value tend to overlap.

I do understand the appeal.

It's pretty, it's recognizable,

and it's classically British in the way

many people imagine a classic car should be.

Porsche 991, the 996, 1997 to 2006.

The 996 was the first water-cooled 911,

the one with the infamous fried egg headlights

I used to call them scrambled egg headlights,

and it picked up on early reputation for engine issues,

from IMS bearing failures to bore scoring

and coolant pipe problems.

Fair or not, the stigma stuck,

but time has been kind to it.

The headlights don't feel quite as shocking

as they once did,

and in an era of much larger 991 and 992 models,

the 996 now looks relatively compact

and classically proportioned.

Crucially, as even the youngest cars are now

over 20 years old, most of the known mechanical issues

have either been addressed

or those cars have already met their maker.

What's left is a very good sports car.

It sounds great.

Even base Carreras have close to 300 brake horsepower,

and while the interior is dated,

it's still a comfortable place to be.

Upgrades like Porsche Classic Communication Management

can also bring the tech up to date.

But value is the key thing here.

Haggerty puts an early 3.4-litre Carrera 2 coupé

at around 17,800 pounds,

with prices only down 2.2% over five years.

Even excellent examples struggle to top

more than 25,000 pounds,

making this the most accessible modern 911 by far.

That's reflected in its 88.3-collectability percentile,

the highest on this year's UK list.

For me, it was always that runny egg scrambled egg headlights

that put me off, I'm afraid,

and for a lot of my generation,

I think that's still the case.

But for younger buyers, that really doesn't matter anymore.

To them, this is simply the cheapest way

into a genuine 911 that still feels quite modern,

and that's no bad thing.

Alfa Romeo Spyder 1966 to 1986.

A true icon.

For years, the Alfa Romeo Spyder

was one of the most affordable ways

into pin and farina-designed Italian motoring,

and it was a lot of car for the money.

This brakes, or round, independent suspension,

a five-speed gearbox,

and Alfa's characterful twin-cam

Nord engine gave it real driving appeal,

not just good looks.

Then about 15 years ago, collectors woke up.

The early round-tail duetto and 1750 models

led the charge, with values jumping sharply

between 2015 and 2017.

After that, interest spread through the range.

First, the 1970s chrome-bumpered cars,

then the latest Series 4,

and finally, even the once unloved rubber-bumpered models

also became popular.

In recent years, prices have settled again,

and with inflation doing its thing,

these cars are starting to look like good value once again.

Haggerty puts the 2000 Veloce firmly in the sweet spot.

Current value sits at around 21,200 pounds,

with prices down 8.6% over five years,

and a collectability percentile of 38.2%.

It's not explosive, I suppose, but it's stable, though.

The Spyder has always had a bit of a mystique about it,

sunglasses rather than flat caps.

But it's also surprisingly practical.

Big boot, simple hood, interchangeable parts across the range,

and a strong UK specialist network.

Modern upgrades are also widely available,

from lighting to exhausts.

The 2000 Veloce in particular combines the classic twin-carb

soundtrack with a more usable interior, bigger tires,

and better long-distance comfort than the earlier round-tail cars.

How can you not be completely seduced by one of these?

This feels like the right balance between classic style

and real-world usability,

something they don't break down.

It's the sort of car that you can happily drive to the south or front,

if you don't break down,

rather than trailer to a show all the time,

which you probably will as well.

Prices may not soar, but at current levels,

I think it offers genuinely good value.

Ferrari F430 2005 to 2009.

And this is the most exotic car on the UK list.

Haggerty's Gold Index, which tracks top-tier performance cars,

has performed strongly since COVID,

and the Ferrari F430 fits that pattern.

Values are up nearly 19% over the past five years,

with the Spyder now sitting at around 95,400 pounds,

with a strong collectability percentile of 74.4.

Haggerty still considers it good value,

and it's easy to see why.

The F430, according to them,

was a clear step up from the 360 both mechanically and visually.

Personally, I still have trouble telling them apart.

But the 4.3-litre F136 naturally aspirated V8

set the template for future Ferraris,

and the Frank Stevenson pened Pininfarina body,

took cues from past icons, and it still looks modern today.

Compared with the success of the 458,

the F430 now looks particularly well positioned,

because excellent low mileage cars with manual gearboxes

and strong specifications sit at around 95,000 pounds,

while the higher mileage F1 gearbox cars

are significantly cheaper.

What's also interesting is the demographic.

65% of Haggerty and short owners are Gen X or Millennials,

which is relatively young for a Ferrari at this price point,

and bodes well for long-term desirability of that model.

Honestly, it is a fantastic machine.

It's dramatic, it's sonorous, it's unmistakably Ferrari,

but it also feels more like an asset than the companion.

Ownership comes with complexity, cost, and responsibility,

and that makes it a very different proposition

from most of the other cars on this particular list.

So what does this UK bull market list actually tell us?

It tells us that the British classic car market in 2026

is cautious, pragmatic, and deeply behavior-driven.

Buyers are prioritizing usability over fantasy,

liquidity over speculation, and confidence over bravado.

This is not a market chasing poster cars at any cost.

It's a market choosing cars that feel manageable, familiar,

and sellable, cars that people feel comfortable living with,

not just admiring.

Traditional British classics are still loved,

but they are no longer automatic winners.

Modern classics, especially those with cultural resonance

and everyday usability, are where much of the real activity sits these days.

And perhaps most importantly, this list reminds us

that enthusiasm alone is no longer enough.

In 2026, buyers want reassurance, they want realism,

and they want cars that make sense, not just emotionally,

but practically, and that's the UK picture.

Next, we're going to cross over the Atlantic

and look at the US bull market list.

And the contrast is, I think, quite significant,

because while the UK market is cautious and selective,

the American market is still loud, broad,

and unapologetically indulgent.

Well, let's get into all of that right after this short break.

This year's Haggerty's US bull market list doesn't stop at 10 cars.

As I mentioned, it goes to 11.

That might sound trivial, but in a sense it's actually quite revealing.

Traditionally, Haggerty sticks to a top 10 format.

It's neat, it's disciplined, it forces difficult editorial decisions.

But this year, they've broken that rule.

And I don't think that's entirely an accident.

The reason, I think, is because the American classic car market

is not moving in one clear direction right now.

It's kind of fragmented.

There isn't a single dominant trend

the way that perhaps the UK market indicates.

Instead, there are multiple overlapping enthusiast markets,

all active at the same time.

You've got the high-end blue chip collectors still spending big.

You've got modern classics surging among the Gen X and older millennials.

Japanese imports only just becoming legal are exploding in demand.

Muscle cars are retaining cultural gravity.

And oddball trucks and SUVs are quietly gaining traction,

for want of a better word.

Trying to compress all of that into 10 cars

would have meant leaving something out, I suppose.

So Haggerty has added an extra slot,

effectively saying this market is too broad to tidy up into just 10.

And here they are.

Chevrolet Corvette 06, the C6, 2006 to 2013.

This is America at its absolute best

when it comes to performance per pound or per dollar.

Haggerty's argument for the C6 Corvette 06 is brutally simple.

If you want sheer pace, drama and exhilaration

for the price of a new family hatchback,

very little comes close.

Even today, it remains one of the fastest, most visceral sports cars

you can buy for the money.

At the heart of it is the engine.

And what an engine it is.

The 7-liter LS7 V8 is like a moonshot project.

Hand-built, dry-sum lubricated with titanium-connecting rods

that produce 505bhp on 470Nm, sorry, pounds-foot of torque.

We're going to go old school for this.

While still allowing the car to keep that low bonnet line

in the near perfect weight distribution.

The engine sat in a lightweight aluminium frame,

far lighter than the standard Corvette steel chassis,

giving the 06 a curb weight of just over 3,100 pounds.

The result was explosive performance.

0-to-60 in around 3.5 seconds at 7,000 rpm red line

and an exhaust note that makes your heart jump

every time you fire it up.

Push rods or not, this was serious race-spread engineering.

Haggerty also points out that the Corvettes

with big capacity engines have always commanded

a premium and history backs that up.

Earlier 427-powered C2 and C3 models are on average

worth significantly more than the small block counterparts

and the 06 fits squarely into that lineage.

Demographically, it's an interesting car too.

52% of owners are Gen X or younger

and millennial ownership has doubled since 2021.

That's unusually young for a Corvette

and it suggests that this generation understands

just how special this car is.

My view, I've always loved Corvettes

but this one felt like a real turning point.

This was the moment Corvette stepped out

from being a Larry muscle car

into a genuinely sharp, tidy sports car.

I remember reviewing the 06 and being struck by

how much smaller, lighter and more race-bred it felt

than previous versions.

It was raucous, it was jittery,

it was slightly intimidating,

more like a proper race car than a traditional cruiser.

You didn't just drive it, you wrestled with it a bit

and that's exactly why it felt so special.

Even now, it still feels thrillingly analog

in an increasingly digital world.

The BMW M5 E60 2004 to 2010.

This is one of the maddest cars BMW has ever put

into series production.

When the E60 M5 was launched,

its 5-liter naturally aspirated V10

was rightly described as the mother of all powertrains

and that still holds true today.

It's the first production saloon to feature a V10 engine.

It had 500 brake horsepower and an 8,250 rpm redline,

individual throttle bodies and a sound

that no BMW before or since has ever matched.

This was an engine built with zero compromise.

Unlike most M series engines,

the S85 V10 wasn't based on anything else

in the BMW range, it was a one-off,

directly inspired by BMW's Formula 1 involvement

in the early 2000s.

With a target of 100 brake horsepower per liter,

no turbocharging safety net.

It remains utterly outrageous.

The car itself sold well with just over 20,500 examples

built worldwide and values have now

reached an interesting point.

Haggerty notes the prices appear to have bottomed out

in early 2025 with now signs of an upswing.

A good SMG car can still be found for about $22,000

while a rare six-speed manual car,

that's what you want, right?

They command roughly a 50% premium,

reflecting just how special that configuration is.

What's also telling is the buyer profile.

58% of Haggerty insurance quotes

are now coming from buyers in their 30s and 40s,

the highest share of any M5 generation.

The US market was the biggest for this car,

but around 10% of those have actually already been exported,

mainly back to Europe,

which is starting to tighten supply in America.

This car is bonkers in the best possible way,

a buttoned up executive saloon on the outside,

and a barely disguised race engine on the inside.

Listen to it, a full chat,

and it's hardly believable that something this feral

comes from something that has four doors and heated seats.

It's heavy, it's complex, and it demands respect,

but nothing else quite combines luxury, theater,

and mechanical insanity like this one.

Porsche Carrera GT 2003 to 2006.

The Carrera GT comes from a brief, glorious moment

when manufacturers were still willing to build cars

that made no sense on paper,

but perfect sense to drivers, the right drivers.

Born from a cancelled Porsche racing program,

it arrived with a 5.7-litre naturally aspirated V10,

a manual gearbox,

and absolutely no interest in helping you if things went wrong.

At launch, its price shocked the market.

Porsche struggled to sell them.

Today, that seems kind of absurd, actually.

Only 1,270 examples were built,

and values now sit firmly in seven figures.

Haggerty notes that while some early 2000s supercars

spiked during the pandemic,

and then plateaued,

the Carrera GT has started climbing again,

underlining a status as one of the most

desirable analog supercars ever made.

The experience of driving it is the reason.

An 8,200 RPM redline,

a gear lever topped with a wooden knob

in tribute to the Le Mans winning 917,

and an interior that feels almost willfully old-fashioned.

Two seats, three pedals, no screens, no filter.

The engine is a star here,

with almost no flywheel mass.

It spins with a shocking urgency.

That's why it whoops from idle to redline in an instant,

and why it demands proper technique.

Driven well, it's sublime.

But you kind of need to be a Walter Roll

to be able to tame this thing.

Yes, modern hypercars are quicker,

but none of them feel quite like this.

The Carrera GT is mechanical, physical,

deeply involving in a way that,

I guess simply doesn't exist anymore

in the supercar segment.

It's also the reason why cars like this

now cost what they do,

because nothing like it will ever be built again.

Frankly, it's a bit intimidating

with a fearsome reputation.

So make sure you know what you're getting into

before you get into one of these.

Mazda MX-5 NB, the second gen,

1998 to 2005.

This is Haggerty quietly correcting an emission.

For years, the original NAMX-5

grabbed all the attention,

and between 2016 and 2021, its values surged.

Haggerty openly admits

that they should have included it earlier.

Instead, they're now shining the spotlight

on the second generation NB car

that has long been underappreciated,

but is now finally catching up.

The logic is compelling.

The NB builds on everything

that made the original great,

but it improves almost everywhere.

The 1.8-liter engine

gained a freer breathing cylinder head

and more power.

The body and interior were redesigned,

but stayed faithful to the idea,

the concept of the original,

and usability improved

without dulling the driving experience.

Within the NB range,

Haggerty notes a clear progression.

Early NB-1 cars are simpler,

while later NB-2 models gained more power,

better brakes,

a revised front-end, variable valve timing,

and the option of a six-speed manual.

These incremental upgrades matter,

especially as buyers become more selective.

One of the NB's biggest advantages

is simply age.

These cars are newer

than the ANA models by a decade or more,

and that matters hugely for a car

that's been raised, modified,

and generally thrashed

more than almost anything else

out on the road these days.

As Haggerty points out,

good examples are becoming

noticeably harder to find.

For me, the main thing was that

I fitted into one of these,

whereas I have a love-hate relationship

with the original car

after slamming the door

and getting my knee caught

between the door and the steering wheel.

That was painful,

and I never quite forgave that car.

But the NB thankfully had a fraction more space

and a little bit more steep travel

for lanky guys like me.

Driving remains at the heart of the appeal,

lightweight, delicate controls,

sweet revving engine,

and a ride that's forgiving

rather than punishing.

It's a reminder that a proper sports car

doesn't need huge power to be engaging.

Add in bullet-proof reliability,

a simple roof mechanism,

and zero electrical horror stories,

and it's easy to see why demand

remains consistently strong.

Values reflect that shift,

while the NB still commands more money,

the NB is closing the gap,

and Haggerty believes

there's no sense of compromise here.

In many ways, it's actually the better car.

Nissan Skyline GT-R,

the R33, 1995 to 1998.

This is one of the true legends

of modern car culture.

For years, the Skyline GT-R existed lightly

as a fantasy for many enthusiasts,

built in small numbers,

sold mainly in Japan,

and never officially offered in the United States.

It gained its reputation through games,

films, magazines,

and grainy online videos

rather than real-world ownership.

Haggerty's focus here is on the R33,

the often overlooked middle child,

if you like, of that original GT-R family.

It's meaningfully quicker and more advanced

than the original R32,

yet worth less than half the price

of the later R34,

despite offering a very similar driving experience.

An excellent unmodified example

now sits at around $80,000,

which in GT-R terms,

still looks compelling.

On the road, the appeal became obvious.

At low speeds,

it's refined, comfortable,

and easy to live with,

push harder,

and the GT-R's genius reveals itself.

The twin-turbo RB26 straight-six delivers

serious shove,

but it's the sophisticated all-wheel-drive system

that defines the car,

shuffling torque intelligently

to give astonishing traction and confidence.

It's fast,

but more importantly,

it's deceptively easy to drive quickly.

The usability is a big part of why interest is growing.

Haggerty notes that around 60% of demand

comes from buyers in their 30s and 40s,

a generation whose tastes are now

shaping the future of the classic car market.

As more cars reach import eligibility

and awareness grows,

the GT-R's position looks increasingly secure.

For me,

the R32,

the R33,

and the R34

are the real GT-Rs,

the proper ones,

JDM icons in the truest sense.

Like many of us,

the first time I really understood

how brilliant they were

was driving them in the original

PlayStation Gran Turismo game.

Seeing one in the metal

still feels special,

and driving one confirms that why it's a legend.

Volkswagen Golf,

Mark III,

GTI VR6,

1995 to 1998.

This one is pure 1990s nostalgia bottled.

In the US,

it was marketed as the Golf GTI VR6,

leaning heavily on the GTI badge.

In the UK and Europe,

it was simply called the Golf VR6.

It was separate to the GTI,

so slightly earlier,

and positioned as the range-topping

six-cylinder flagship

rather than the traditional hot hatch.

Different badges,

slightly different years,

but fundamentally the same car.

And what a car it was.

The Mark III Golf was the first GTI generation

to receive Volkswagen's VR6 engine.

A narrow-angle six-cylinder design to fit,

where normally only four cylinders would.

In a 2.8-litre 12-valve form,

it produced around 172 brake horsepower

with a muscular spread of torque,

and a soundtrack that immediately

set it apart from anything else out there.

Yes, it was nose-heavy.

Yes, the torsion beam rear suspension meant

it had a habit of lifting an inside wheel

when pushed hard.

On paper, that sounds like a flaw,

but in reality,

it just added to the sense of mischief.

It was practical, usable,

and genuinely quick for its error.

In the mid-1990s,

even a Mustang GT struggled to better

the 0-60 time of 6.7 seconds.

Hackety says that later Golfs,

particularly the Mark IV and Mark V,

attract younger buyers too,

but the Mark III VR6 remains more affordable,

despite being the first

and most characterful of the VR6 Golfs.

Values now range from $30,000 on top

examples down to well under $10,000

for tired cars,

reflecting just how hard many of them were used.

But that's the key.

Survivors are getting thin on the ground.

These cars spent years in cheap-use purgatory,

modified, abused, or simply worn out.

Finding a clean original one is now genuinely difficult,

and that rarity is finally being recognized.

For me, this is the best version of the Mark III Golf.

It's the moment that Volkswagen went slightly mad

in the best possible way.

Heavy, charismatic, flawed, and full of personality.

The 12-valve engine sounds glorious,

and it represents a time when hot hatches were allowed to be a bit weird.

Chevrolet 454SS,

based on the C1500 model, 1990-1993.

This is where nostalgia, noise, and brute force collide.

The Chevrolet 454SS sits right at the center

of several powerful collector trends,

and Haggerty's data shows that clearly.

Insurance policies are growing faster than average.

In fact, average insurance values are up 57%,

and around half of all interest now comes from under 50s.

This isn't about work trucks anymore.

This is about memory and myth.

On paper, the idea was gloriously simple.

Take the lightest regular cab,

short bed pickup that you sell,

and drop the biggest engine that you've got into it.

In this case, it's 7.4-liter, big block V8.

Early trucks had 230bhp,

and later models had 255bhp.

But power figures missed the point entirely.

What mattered here was torque, lots of it.

Enough to feel like a small explosion

every time you press the throttle.

Chevy didn't pretend that this was a track weapon.

Straight line punch was the headline,

but with upgraded suspension, steering, and brakes.

The 454 or 454 SS was more composed than you might expect.

It still feels more like a classic muscle car

than a modern performance truck, though.

And I guess that's exactly the appeal.

Production numbers were relatively low

at around 17,000 units,

with most sold in the first year.

Today, values range widely,

from project money to nearly $90,000,

for the very best examples.

And the top end is moving fast.

The GMT 400 truck platform

has become collectible in its own right,

and this is the king of that generation.

I've always had a soft spot for American trucks.

They're a laugh.

And the fast ones are a rare hoot.

This thing is ridiculous, it's loud,

it's completely unapologetic.

It's not subtle, it's not clever,

but it's very, very cool.

And although it doesn't really make any sense,

it kind of actually does.

Dodge Ram Charger, second generation 1981 to 1993.

This is America doing excess properly.

The second generation Dodge Ram Charger

sits in that wonderful space between

pickup, SUV and rolling statement of intent.

It's huge, unapologetic,

and about as subtle as a sledgehammer.

And that increasingly is exactly why people want one.

Haggerty points out that while Mopar

has often been ahead of the curve,

Dodge arrived late to the full-size

4x4 SUV party.

When it did, it went big.

This thing built on a shortened truck underpinnings,

the Ram Charger was wider and longer

than its rivals, and it felt it.

From 1981 onwards, it came with a V8 as standard,

usually the 318 with the option to step up to the 360.

Over its long production run,

it gained fuel injection and even rear ABS,

but it never lost its raw mechanical feel.

That primal character is the appeal.

Modern off-roaders are incredibly capable,

but they're also insulated, refined,

and digitally filtered.

The Ram Charger never lets you forget

what you're driving.

You climb up into it, fire the V8,

and everything feels big, heavy,

and significantly unruly.

Steering is more a suggestion than an instruction.

Tight turns aren't really a thing,

but rumbling along at moderate speeds

is endlessly satisfying.

Values reflect growing interest.

The Ram Charger has been rising steadily,

yet it still looks like a bargain compared

with anything wearing a Bronco or a Blazer badge at the moment.

Haggerty's data shows that the share of owners

under 50 is twice their average.

A strong signal that younger buyers

are finally waking up to its charms.

I love it.

This is a street legal monster truck,

and it knows it.

It's ridiculous, fun, and full of character.

If you miss the Blazer Bronco boat,

then this feels like the next best thing

to have without the hype premium.

Alpha the Mayo GTV 1969 to 1972.

This is Alpha the Mayo at its absolute peak.

In the late 1960s, nobody did class for the masses

better than Alpha.

The Giulia GTV was stylish, soulful,

and genuinely attainable when new,

offering beautifully engineered performance wrapped

in one of the most elegant coupe shapes ever drawn.

Nearly 60 years on, that magic hasn't faded.

Haggerty highlights how well positioned

these cars now are.

A drivable GTV can be found for under $40,000,

which is remarkably close in real terms

to what a new 1750 GTV cost in 1969.

Values range widely from the usable drivers

to six figure concourse level cars,

but the middle of the market

is the bit that remains compelling.

The appeal starts with the design,

penned by Bertone.

The GTV avoided the sharp angles,

fashionable elsewhere at the time,

opting instead for clean, harmonious lines

and a compact, perfectly balanced profile.

Whether you prefer the early step nose cars

or the latest smooth nose versions,

it's a shape that still looks right from every angle.

Mechanically, it's just as charming.

The all aluminium twin cam four cylinder

is free revering, characterful and eager,

paired with a light chassis

and beautifully communicative steering.

Haggerty noticed that while later 2000 GTVs

have softened in value, the 1750 has pulled ahead

thanks to its sweeter, higher rubbing nature.

This was the thinking person's alternative

to more expensive Italian Exotica when new.

And today, it plays a similar role

against increasingly pricey, classic Porsches, if you like.

In fact, Haggerty says,

well, they actually make the comparison directly.

The GTV offers much the same fun and capability,

they say, as a Porsche 911 without the inflated price tag.

This is one of those cars that doesn't need to shout.

It's elegant, tactile, deeply involving at sensible speeds.

It reminds you that you don't need huge power

to have a proper driving experience.

Just a great engine, a light body and a winding road.

Dodge Charger, second generation 1968 to 1970.

This is the heavyweight champion of muscle car culture.

The second generation Dodge Charger

is not just the most famous charger ever built.

It's arguably the most recognizable

American muscle car full stop.

Haggerty's inclusion is rooted as much

in cultural gravity as market logic.

And right now, the numbers seem to line up very nicely.

Surprisingly, values for number three level condition cars

have dipped slightly in recent years,

making this a rare moment where one of the biggest icons

of that era looks relatively approachable again.

Prices remain higher than pre-pandemic levels,

but the softening has created a buying window,

especially for those who want style and presence

rather than concourse perfection.

The design is the foundation.

The 1968 redesign, dissed the earlier cars' touring pretensions

and embraced the full Coke bottle aggression.

It was the perfect villain in bullet, as you will remember,

devastatingly effective in NASCAR ovals,

and so visually dominant that even people

who know nothing about cars recognize this one instantly.

Under the skin, buyers had options.

Many cars left the factory with 318 or 383 V8s,

which are the most affordable entry point today

and perfectly suited to cruising.

Around 40,000 RT models were built with serious engines

like the 440 Magnum or the legendary 426 Hemi.

And those top spec cars are the ones

that come on serious money today.

What makes the Charger especially interesting right now

is its audience.

52% of owners are Gen X or younger,

and that younger interest is expected to push values up again.

This isn't nostalgia fading away,

it's nostalgia being passed down.

Just as it was beginning to look like

the muscle car fad was fading,

it seems to be finding a new audience.

This is pure attitude on wheels.

It's not subtle, it doesn't pretend to handle like a sports car,

it doesn't need to.

The Charger is about theatre, the shape, the sound,

the sense that you're driving something that mattered.

It's one of those cars that simply

the act of walking up to it

feels like part of a very special experience

and worth the money alone.

Continental Mark II 1956 to 1957.

This is American luxury taken to its absolute extreme.

The first thing Haggerty is keen to underline is this.

The Continental Mark II is not a Lincoln.

It was built by Ford's short-lived Continental Division,

created to sit above Ford and Lincoln Mercury

as a no compromise luxury brand.

And no compromise really does mean no compromise.

When it launched in late 1955,

the Mark II cost $10,000,

making it the most expensive American car of its era.

Adjusted for inflation, that's roughly $120,000.

Today, famous owners included Frank Sonata,

Elizabeth Taylor, and Elvis Presley.

And even at that price, Ford reportedly

lost money on every single one sold.

The design is the star.

Clean, restrained, and beautifully proportioned.

It avoided the excess chrome that defined much of 1950s Detroit.

Details bordered on obsessive.

The four-pointed Continental star hood ornament

was machined by a gun sight manufacturer

because die casting wasn't precise enough.

The gauges were inspired by Cartier watches.

The leather came from Scotland's Bridge of Wear tannery.

Nothing about this car was ordinary.

Under the bonnet sat a 368 cubic inch V8,

producing 300 horsepower,

enough to move nearly 5,000 pounds

of steel, leather, and dignity with ease.

It doesn't rush, it glides.

Behind the wheel, it feels stately, calm, and formal,

exactly as it is intended to be.

Production was brief.

Just 2,550 cars were built for 1956,

and a mere 444 for 1957 before Ford quietly

shut the division down ahead of its stock market floatation.

Today, Hagerty estimates that only around 1500 remain on the road,

and values reflect that rarity.

While top cars exceed six figures,

a number three-condition example sits at around $40,400,

making it something of a bargain for what is arguably

the most refined American car of the 1950s.

Interest still skews older,

but Hagerty knows the younger enthusiasts are beginning to take notice.

This isn't a driver's car, it's a statement.

A rolling expression of confidence, restraint, and taste.

In a market where many 1950s cars struggled for relevance,

the Mark II stands apart.

Quietly, magnificently, deeply special.

And unlike anything else America ever built.

So what does the US list tell us about the US classic car market?

Well taken as a whole, the US bull market list suggests

that the American classic car market in 2026

is broad, confident, and emotionally driven.

Unlike the UK, which prioritizes reassurance and liquidity,

the US market still embraces excess, performance,

nostalgia, and cultural mythology.

There's room for supercars and pickups,

delicate European coupes, and brutish muscle cars.

It's messy, but it's vibrant.

And that's why Hagerty needed 11 cars instead of 10.

In the final section, I'm going to step away from Hagerty's data entirely

and introduce four cars of my own choosing.

Cars shaped not just by market logic,

but by memory, experience, and instinct.

Like, comment, and share this video please.

So up to this point, everything that we've talked about

has been filtered through Hagerty's lens.

Their data, their methodology, their reading of the market.

And that matters because it tells us what people are actually buying,

what they're actually doing, not just what they're talking about online.

Cars, at least for me, have never been clinical objects.

They're emotional.

They're shaped by where you grew up, what you saw on the road,

what you heard, what stuck with you long after the posters came down.

These are the cars that are matted when they were new,

and they are the cars that still make sense today.

Cars that remind us why we got into cars in the first place.

Each one of these connects to a different chapter,

probably of my own journey as well.

Some I've enjoyed and some I've admired from afar.

Most of them I still want quite badly.

Number one, the Mercedes S-Class, the W126, 1979 to 1992.

I grew up in Saudi Arabia in the 1980s,

and if you wanted to understand what success,

authority, and quiet power looked like back then,

you didn't need a business card,

you just needed a W126 S-Class pulling up alongside you.

This was the ultimate boss car.

Ministers, senior businessmen, diplomats, royalty, you name it.

The W126 wasn't flashy, it was definitive, calm, confident, immovable,

and to my eyes, it still looks like the class CSS class Mercedes ever built.

What makes it special is that it wasn't just about image,

this was Mercedes at the absolute height of its engineering confidence,

built to be the best car in the world regardless of cost.

Everything feels over-engineered, considered,

and designed to last far longer than its designers ever needed to

to make it so, and that's why they still make sense today.

Values have remained sensible, but demand has quietly strengthened

as buyers realize just how usable these cars still are.

They're refined, they're comfortable at modern speeds,

and astonishingly robust when properly maintained.

Unlike many luxury cars of the era that we're talking about,

the W126 doesn't feel fragile or precious.

It feels correct.

There's also something refreshing about its restraint.

No gimmicks, no screens shouting at you,

just clear dials, solid switchgear,

and that unmistakable Mercedes sense of solidity and calm.

It's a car that lowers your blood pressure rather than raising it.

For me, this is not a nostalgia pick in the shallow sense,

it's admiration that's lasted for decades.

It's the sort of car that you promise yourself you'd own one day,

not because it's fashionable,

but because it represents a standard

that's largely disappeared, I guess, these days.

Number two, the Toyota Corolla AE86 1983 to 1987.

This one surprised me in the best possible way.

I've always respected the AE86.

Well, everyone does.

It's one of those cars whose reputation arrives

well before the car itself does.

But recently, after spending some proper time with the car,

I was reminded just how right it feels even today.

On paper, it's almost laughable.

Modest power, skinny tires, no electronic trickery,

and yet behind the wheel, it comes alive in a way

many more far more powerful cars simply don't.

It's light, it's communicative, it's utterly honest.

You feel everything.

The steering loads up, the rear talks to you,

and the car encourages you to play

rather than intimidates you into submission.

That's the magic.

The AE86 isn't about speed.

It's about balance, about involvement,

about the satisfaction of carrying momentum

and getting things right.

It's one of those rare cars that makes 50 miles per hour

feel like an event, and that's a bit of a gift, really.

There's also something deeply reassuring

about its reliability.

This is classic Toyota engineering

from an era when durability was non-negotiable.

When properly maintained, these cars are tough, dependable,

and far easier to live with than the cost status might suggest.

And yes, values have risen sharply,

but that's not just hype, it's recognition.

Recognition that this car represents

a kind of driving experience that's almost extinct these days.

Mechanical, lightweight, human-scaled.

For me, the AE86 is a reminder that joy doesn't come from numbers.

It comes from connection.

And few cars connect drivers to the road quite like this one.

Number three, the Honda Civic Type R EK9, 1997 to 2000.

I never drove an EK9 Type R Civic.

I barely even saw one in period.

And that's part of what makes it so compelling now.

This wasn't a car that you just stumbled across.

It was rare, misunderstood, and quietly brilliant.

Long before, the Type R badge actually became a global thing.

This is where it all started.

The EK9 was the first ever Civic Type R,

and Honda treated it like a manifesto.

Strip out the weight, strengthen the shell,

hand assemble the engine, focus obsessively on response, balance, and feel.

The result was the B16B, a 1.6-litre naturally aspirated engine

producing 185 brake horsepower with an 8,000 rpm plus red line,

and a character that begged to be worked hard.

What makes the EK9 special isn't just the numbers, it's the intent.

This was Honda at its most confident and most uncompromising.

No turbocharging, no gimmicks, just revs, precision, and engineering discipline.

Every input feels deliberate, every control has clarity,

a rewards commitment rather than brute force.

And in 2026, it feels even more significant than ever.

The Civic Type R has effectively been killed off for now.

Whether you like the modern cars or not, and actually they're bloody good,

that finality adds weight to the EK9 and what it represents.

The beginning of the lineage that defined an era of performance cars

built around skill, not software.

For me, this is a car that I've admired from a distance for years,

and sometimes that distance sharpens the desire rather than dulls it.

The EK9 feels like a cornerstone, a reference point,

the purest expression of what the Type R idea was always meant to be.

Number four, the BMW M3 E46, 2000 to 2006.

For me, the E46 M3 is possibly the best M3 of them all.

Yes, the E30 is the original icon and rightly revered.

I've owned the E30s twice, though always is a 325i, not as the M3.

And I still maintain that actually as a road car, the 325i made better sense,

was more fun day to day instead of the homologation special M3.

That's more of a track car.

The E46 though feels like the moment BMW finally got the balance absolutely spot on.

This was peak M division.

A naturally aspirated, high-reving 3.2-litre straight 6 producing just under 350hp

and delivering its performance with a blend of aggression and civility

that modern cars have possibly lost.

It sounded fantastic, it responded instantly,

and it didn't need turbochargers or clever tricks to feel special.

What really elevates the E46 is its usability.

This is a car you could genuinely daily drive, enjoy on a long journey,

and then take the long way home just because, well, the road looked a little interesting.

It's fast, but it's not intimidating, it's focused, but it's not tiring.

It's special without having to shout about it.

Value is dipped for a long time, as they often do with cars that were once plentiful,

but that phase is clearly over.

Clean, unmodified cars are getting harder to find,

and buyers are starting to appreciate just how good this thing really was.

Not as a headline grabbing investment, but as a complete rounded driver's car.

For me, there's also a lingering sense of unfinished business.

I've never owned one, I've always wanted to,

and that, if I'm honest, plays a part in why it's here.

Although to be honest, actually I shouldn't put it on this list

because then prices will go up even further.

The E46 M3 feels like the last M3 from an era

when BMW built cars for drivers first and accountants second,

and that alone makes it worth serious consideration.

So these four cars that I've selected,

they're about grounding yourself in something real.

Cars with meaning, memory, and honesty in an age full of noise and distraction.

They're the machines that shaped me, reminded me why I care,

and still make absolute sense in 2026.

Now let's talk about the only classic car list that actually really matters,

because it has to be said that after all of the data,

the charts, the UK list, the US list,

and even my own four selection of cars,

you could probably ignore all of that.

Yes, I know you've just sat through a long video

and I'm just telling you that every spreadsheet,

every bull market list, every expert opinion,

including mine, is not worth anything at all

because the right classic car for you is a very simple decision.

It's the one that you've always wanted,

the one that you've promised yourself that you don't one day,

the one that you still look up every time you've got a spare moment,

the one that you keep checking just in case the prices have come within reach,

the one that you always said that you would buy soon.

And here's the uncomfortable bit.

Time is not really on our side anymore.

It's not just an age thing or a money thing, but freedom.

The freedom to enjoy cars properly, to hear the engines,

to feel the steering, and treat driving as more than just transport,

just doing it for the heck of doing it.

That freedom is slowly being eroded by regulation,

by restrictions, by cost, and by convenience.

If there's a car that you've always wanted,

and owning it is realistically possible,

right now, then maybe 2026 is the year that you go ahead and you do it.

Don't keep delaying the dream.

Because the best classic car is not the one that looks best on paper

or makes the most financial sense or anything else.

It's the one that makes you open the garage door just to take a look at it.

It's the one that tends an ordinary drive into an event.

It's the one that reminds you why you fell in love with cars in the first place.

Markets move, values fluctuate, lists change, regret doesn't.

So yes, understand the data.

Be informed.

That's very important.

Be smart.

That's very, very important.

But don't let caution steal the joy.

If you're waiting for the perfect moment,

the truth is it's never really going to arrive.

Sometimes the right move is simply recognizing that the clock is ticking,

the roads are still there,

and the dream is closer than you think it might be.

So stop dreaming about it and make it happen.

And if you agree with what I'm saying,

don't forget to like, share, and subscribe on this video.

And I'll catch you all in the next one.

15 Classic Cars to Buy in 2026 — Backed by Data, Driven by Desire

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