Category: Buyers’ Guide

Overview

When David Brown, the renowned gearbox manufacturer, acquired Aston Martin, he also bought the Lagonda brand, of solely for its inline-six 2.6-liter engine, designed by W. O. Bentley back in 1943. The first Aston of the David Brown era, DB2, was equipped with this engine and was styled by Frank Feeley. It appeared in production guise in 1950. For the period, it was quite sophisticated, with its coil-spring suspension, independent in the front and a live axle in the rear, located by a Panhard rod, and its hydraulic drum brakes. At first, the engine produced only 105 hp, but in high-compression Vantage spec this offered around 125 hp (the first time the Vantage name was used on an Aston Martin), but this version with its big carburetors and bigger inlet valves was at the time unsuitable for use in Britain, due to the low-grade gasoline then available in the British Isles (a consequence of wartime rationing). The car had a top speed of c. 185 kph and a 0-100 kph time of about 12 seconds, slightly faster if a Vantage. In the period the DB2 was praised for its great road manners and an aura of genuine sportiness, and it was also widely raced and rallied. There was, however, almost no space for baggage, and no trunk opening in the traditionally engineered aluminum body, just a small access hatch for the spare wheel.

This shortcoming was addressed in the second iteration of the DB2, the DB2/4, introduced in October of 1953, with a raised roofline, a large rear window, a smaller fuel tank, and a proper baggage compartment, accessed via a large hatch: thus the DB2/4 was probably the first hatchback car of all time. The cockpit became more comfortable in the Mk II version, and a fly-off hand brake was introduced. Produced until 1957, the 2/4 received a 3-liter engine in 1954. The venerable inline-six was modernized by the Polish-born engine genius, Tadek Marek, employed by David Brown in 1953. The reliability of the motor was greatly improved, too, due to a number of detail changes. The last iteration of the DB2/4 is the Mark III, produced between 1957 and 1959, incorporating the 3-liter motor with improvements by Marek. This is the only Aston Martin model which James Bond drives in the original Ian Fleming books, namely in “Goldfinger”, where it is equipped with a number of special gadgets. This is not widely known, as most people are only familiar with the James Bond films today, however, the DB2 series enjoys a growing recognition due to the whole classic Aston range following in the footsteps of the DB5, and becoming more popular with time.

Engine

The engine is basically strong, but due to the necessity of applying the correct torque to the engine head bolts in order to avoid head gasket problems (cylinder liners must be perfectly seated in the block) may be severely damaged if not repaired with skill. Make sure the vendor supplies not only a gapless history of the whole car but also a complete set of invoices detailing the maintenance and repairs of the engine. If in any doubt, budget for an engine overhaul right away.

Gearbox

The four-speed gearbox came from David Brown’s own gearbox company. It is slightly agricultural but generally strong. Listen for untoward sounds and make sure there are maintenance records which prove beyond any doubt what has been done.

Bodywork

The aluminum body will not rust, but check for peeling and otherwise damaged or badly repaired paintwork. Where the body meets the steel frame, electrolysis can occur, with disastrous consequences. The steel frame will also rust, and detailed inspection by a specialist is unavoidable. Wooden blocks are used as mounts for some parts, and these, of course, deteriorate with time and are not visible at first glance.

Chassis

The suspension, especially the independent front layout, requires regular maintenance (greasing, etc.). Without it, it very quickly requires an extremely costly overhaul. have a specialist check the current condition of the chassis before purchase.

Interior

Seats can always be repaired or upholstered, but it is much more difficult to source small details. Check the cabin for traces of water ingress, check that all gauges and switches work, and check the woodwork for cracks or splitting. Items can be sourced via marque clubs.

History

1950: DB2 launched
1953: DB2 production ends, DB2/4 production begins
1954: 3-liter engine introduced
1957: DB2/4 Mark III, simply known as “Mark III”, production begins
1959: Mark III production ends

How much to pay

• Project: €60,000 – €70,000
• Good: €150,000 – €250,000
• Vantage/Vantage Cabriolet: €400,000 – €500,000

The DRIVERSHALL Verdict

The Aston Martin DB2 is a characterful postwar sports car which requires careful maintenance and a lot of driving skill in order to extract the maximum driving enjoyment from it. The values in the classic car market are rising, but this should not detract from the fact that full restorations are expensive. Therefore either the best available car should be bought, after a consultation with a marque specialist, or, alternatively, a well-documented project car may be bought and a generous restoration estimate budgeted for. For the period, it is a fast car and has to be treated with the respect it deserves.

Overview

This must be the least loved of all 911 generations: purists (who rarely buy cars, but prefer to vent their anger publicly) hated its liquid-cooled engine, its modern pedal layout and the look of its headlights shared with the 986 Boxster. We can now say that they were all wrong. The 996, launched in 1997, was 80 kg lighter than the preceding 993, had a 50% stiffer body and was very successful, selling 175,000 units over ten years. Numerous changes to the driving experience made the car’s performance more accessible to new customers, and sharing the front part of the body structure (forward of the A-pillar) with the 986 Boxster saved the Porsche company from extinction: a great feat by Wendelin Wiedeking. 38% of parts were shared with the Boxster, no mean feat of engineering.

The underrated car is the cheapest way of getting into 911 ownership and is much better than the numerous internet “opinions” suggests. In recognition of that, the values of the facelifted version (2001) have already started to rise. The Turbo and the GT3 are real gems, especially the latter, as it is light and has an uncanny balance. The 996 is more suitable for novice supercar drivers than any of its predecessors due to its longer wheelbase (better high-speed stability) and the inclusion of electronic stability control.

Yes, it does not display the rawness and the scary ferocity of earlier air-cooled 911s, but for many, that is a good thing. There is a lot of negative publicity surrounding the engine’s IMS bearing (intermediate shaft) and a propensity for cracked heads, but the phenomena are not nearly as widespread as the internet would lead you to believe.

Engine

The dreaded Intermediate Shaft bearing discourages many people from buying a 996. The intermediate shaft drives the camshaft from the crankshaft, and inferior bearings were initially used; when starved of oil, the bearing fails, thus causing catastrophic engine failure (pistons hitting valves). A rebuild after such damage may cost as much as 10,000 euros or more, but only 8% of the cars produced were affected; please check for proof that this has been rectified. It is assumed that if the defect (which gives no prior warning!) has not appeared up to a mileage of 80,000 kilometers or more, it is unlikely to appear: but it’s better to be sure the work has been done.

Cracking cylinder heads are less widespread than people think, and a borescope inspection can set your mind at ease. Despite internet rumors, also cars with higher mileages can suffer from this, and the later 3.6-liter engine is not immune either. The engine in the GT3, GT2 and Turbo is based on a different block and is not affected by the head cracking problem.

Cars that have been left standing for long periods of time suffer from all kinds of problems. Exhausts corrode. lambda sensors and air mass sensors are often faulty.

Gearbox

Neither the manual gearbox nor the Tiptronic is known to suffer from any serious problems. Listen for unusual noises during the test drive, and check the maintenance records.

Bodywork

Cars that have driven all year round, including on salt-covered roads in winter, may have corrosion on the floor. Rust may also appear in the front fenders, but this is almost always an indication of unprofessionally repaired collision damage. A car that has not been used regularly can suffer from various corrosion issues related to condensation.

The front-mounted radiators and coolers suffer stone and other debris damage, and they also corrode, usually because leaves are left to rot in the radiator openings. Replacements are necessary, and not very cheap. Driving around with damaged or blocked radiators can cause the engine to overheat, with permanent damage as a result.

Headlamp lenses go cloudy and must be polished or replaced.

Chassis

Unless the car has been crashed and badly repaired, the suspension should be in good shape. Replace all bushes and shock absorbers for peace of mind and for a safe driving experience. If control arms squeak, they may need replacement, but it is not prohibitively expensive. Check that correct parts have been used for brakes etc.

Interior

The company was cash-strapped at the time of the start of 996 productions, so many interior plastics were of inferior quality, and it shows. They display wear and look cheap. Check all switchgear, make sure everything works. The PCM navigation/infotainment system of the first generation was horrible and rarely worked even when new. Thin leather of lower quality was used for seat trim, and it has a tendency to stretch and wear out in a nasty way, especially on the driver’s seat. The interior was facelifted in 2002, and from that time onwards better quality plastics were used.

History

1997: The 996 series launched in Frankfurt in September

1998: Carrera Cabriolet available, followed by the AWD Carrera 4, equipped with the Porsche Stability Management (PSM)

1999: the first GT3 is launched, with a high-revving 360 hp engine

2000: Turbo launched with 420 hp, followed by the GT2 with 462 hp

2001: facelift, new headlights, improved interior. The 320-hp 3.6-liter engine replaces the 300-hp 3.4-liter unit. Carrera 4S and Targa was shown.

2002: factory power hike to 345 hp available, more power for GT3 and GT2

2003: Turbo also available as Cabriolet. GT3 RS homologation model launched

2004: 911 Turbo S with 450 hp launched

2005: end of production in July, replacement by 997

How much to pay

• Project: €20,000 – €25,000
• Good: €29,000 – €100,000
• Special series: €90,000 – €330,000 (GT2,3)

The DRIVERSHALL Verdict

The underrated 996 is a great entry-level Porsche 911, very good to drive on the road every day, and able to acquit itself on a track as well. Maintenance records and an inspection by a specialist are crucial. If the heads show no sign of cracking, and the IMS bearing issue has been addressed, the car can potentially be a source of fun for many years to come. The GT3 is very special, a precision tool for track work, much more rewarding to drive than the frighteningly rapid GT2.

Images: Porsche AG, Newspress, Tom Wood ©2016 Courtesy of RM Sotheby’s, Remi Dargegen ©2018 Courtesy of RM Sotheby’s

Overview

The Aston Martin Rapide appeared during the Ulrich Bez era at Aston Martin and was intended to stretch the brand identity. A Rapide existed in the history of the brand, previously made with a Lagonda badge, there wasthe William Towns Lagonda, and there had been some four-door modified cars, so some four-door DNA could be dug up. The vehicle was based on the DB9 architecture with a longer wheelbase, and, with 4 doors, was a practical alternative to a coupe for customers who had children or simply wanted a more comfortable grand tourer to cover long distances in.

Its production started at the Magna Steyr plant in Austria, as Bez was expecting a huge success. As it happened, the annual target of 2,000 units per year was never reached, and when the production capacity at Gaydon became available, the Rapide production was moved there. In 2013 the car was replaced by the Rapide S with still better handling, much more power and an 8-speed gearbox.

Not enough people bought them new, and they became unpopular, but that means that now we are lucky to be able to buy them at much lower prices. The Rapide is a much better car than internet “experts” would lead you to believe: the long wheelbase and the nearly perfect weight distribution (because of the transaxle layout) make it a refined and very fast sports car. If you avoid cars which have not been regularly serviced, you can’t go wrong.

Engine

The V-12 has a reputation for oil starvation, but the Rapide tends to suffer from it much less frequently than other models. Cam covers may leak oil. The car must be serviced every 15,000 km or every 12 months, and a major service has to be done at 100,000 km. Stick to the correct maintenance schedule, and you shall be rewarded.

Gearbox

The first model had a 6-speed ZF automatic gearbox with bespoke software, replaced in the Rapide S by a similar 8-speed transmission. Both are generally reliable, but the later one suffered from an issue with a switch which caused the car to select neutral with no prior warning and another issue with the car liable to roll when in Park. Check the maintenance records for evidence of those problems having been rectified as a manufacturer recall. Apart from those issues, the gearboxes are reliable and the same mechanicals are used in many other applications at other brands.

Bodywork

This is a car built on Aston’s VH architecture with aluminum and composites as the main constituent materials. Check the edges of aluminum panels for damage and flaws under the paint. Check for hidden accident damage, damage from speed bumps and parking dings.

Chassis

Due to its higher weight, the car eats through tires and brakes. The front brakes are bigger than on the DB9, and cost more to replace. Please check if all the suspension modes work, as the special dampers can leak and replacing them is a considerable expense. Bushes and bearings must be replaced as needed.

Interior

Check that all switches work, look for damage on sills and wear on seats. The trunk area can sustain a lot of visible scuffs when used for actually transporting baggage.

History

2006: concept car shown
2009: production car presented at Frankfurt
2010: start of production at Magna Steyr in Austria
2012: production moved to England
2013: Rapide replaced by Rapide S

Specifications

Aston Martin Rapide/Rapide S
Power: 477/560 hp
Top speed: 303/306 km/h
Acceleration: 0-100 km/h in 5.2/4.4 s
Economy: 12.4/11.9 l/100 km

The DRIVERSHALL Verdict

The Rapide should be considered not only as a four-door competitor to the Porsche Panamera or Maserati Quattroporte, but also as a slightly more stable DB9 with extra interior space. It has class-leading steering and is insanely stable at very high speeds. The Rapide is also very reliable if regularly serviced. High running costs are unavoidable, and service requirements must be met. The car is very capable and rewarding, the only thing letting it down is the dated navigation display in the older model. Great to drive, and if you can afford to, buy one!

Overview

The 997 is fairly new, but it proves the old truth that every 911 generation is easier to drive than the one preceding it. It also proves that the Porsche company is a world champion in creating stripped-down cars which cost less to build, but bring in enormous amounts of revenue, with pries for the GT3, GT3 RS and similar cars reaching stratospheric heights.

The first 997 cars were already a big improvement over the outgoing 996, but the first-generation four-wheel drive was not a great success with experienced Porsche customers: in extreme situations and the PSM stability control off, the car would not react in an intuitive fashion. The early cars are better had with two-wheel drive. This was corrected after the 2009 facelift. Every 997 is an everyday supercar and can be driven in any weather. Later cars with direct-injection engines and the PDK gearbox are very frugal, and, when staying within speed limits, an average fuel consumption figure of 9-10 l/100 km is realistic. The Targa is the least pleasant to drive, markedly top-heavy. The Turbo is explosive, but manageable. Normally aspirated GTS, to be had for 70-90k euros, probably the best choice.

Engine

All engines are very reliable if properly maintained. Insist on a full service history, preferably from a Porsche dealer or an independent specialist. Check what was done recently. Cars with higher real-world mileages may be more reliable, as no Porsche likes being stored for long periods.

The engine in the GT3 is still stronger, and a real marvel, especially the 4.0 unit in the RS special series.

Check the condition of the fron radiators and coolers. They may be damaged by stones and other road debris, and leaves often rot in the openings if the owners do not remove them in a timely fashion.

Gearbox

The manual gearboxes are extremely reliable, and so is the PDK twin-clutch unit. Make sure their maintenance is up to date, and that the car has not suffered undisclosed accident damage which may have resulted in gearbox failure or damage. Test drive the car and look for any problems with the gearshift.

Bodywork

There should be no rust on the car, period. If there is any, the car has been crashed, perhaps heavily, and repaired away from authorized Porsche Centers. Crashed cars are unfortunately often offered at attractive prices, but the polyester filler and the paint will not save your life in case of an accident. Avoid cars with any gaps in their history, if in any doubt, buy only from Porsche Centers or from marque specialists who you trust. Check for damage to front spoiler and the sills from speed bumps and underground/multi-story parking lot ramps. Check for stone damage on windshields and headlights.

Chassis

Any untoward sounds from the suspension mean that it needs immediate work, and that also means that somebody had skimped on maintenance. This is a seriously rapid car with a powerful engine, whatever the version, and the suspension needs to be perfect in order to be able to keep you alive. Ditto for brakes. Cars left sitting for a long time may develop seized brakes, among other problems.

Interior

Good quality materials wear well, unlike on early 996s, but still check that everything works, including a full range of seat adjustment. Check if the wear on the steering wheel, driver’s seat and the pedal rubbers matches the claimed mileage. Misaligned interior panels may hint at hidden accident damage. Do not buy a suspiciously cheap car, as there are no bargains in this business!

History

2004: 997 introduced
2005: four-wheel drive versions introduced
2006: GT3 and Turbo launched
2009: range updated, direct injection engines and PDK transmissions introduced
2010: 408-hp normally-aspirated versions introduced
2011: Speedster and GT3 RS 4.0 introduced
2012: end of production

Specifications

Porsche 911 GTS 2010 with PDK
Power: 408 hp
Top speed: 302 km/h
Acceleration: 0-100 km/h in 4.4 s

The DRIVERSHALL Verdict

The best 997 cars are the late ones. The early Carrera 4 has a very unpleasant algorithm controlling the AWD system, it makes the car unpredictable with the PSM off. Later cars had new software which was designed to mimic the behavior of the viscous coupling of the 996 Carrera 4. As an investment, the RS 4.0 prices have reached a crazy level, but there may be a drop coming soon. The GT3 is fantastic to drive, and the later Turbo can survive many launch control starts without any damage to the PDK gearbox, which means you can challenge motorbikes to a traffic light Grand Prix.

All 997 versions are practical to drive and to own, and will not lose value over time, if maintained and cherished. The only 911 superior to a late 997 is the normally-aspirated 991 which succeeded it. The best 997? For everyday driving, the Sport Classic or a GTS with 2wd and a manual transmission.

Overview

As the 993 is the last of the air-cooled Porsches, it carries the cachet of the most purist 911, and the last “true one”. It was produced only for five years, and the number of units made is 69,000. A short production span and limited numbers, plus real-life qualities mean that the 993 will never be cheap. The very sophisticated rear axle layout made it easier to control than previous 911 iterations, but the essential rawness of the iconic Porsche is still present.

The better suspension and better steering make the car more exploitable in various conditions than its predecessor. The engine likes to rev, and above 4000 rpm the exhaust note hardens to a metallic rasp. Very addictive. Make sure the maintenance records are gapless, and that all invoices are present, as well as the records of previous ownership. A car with gaps in its history will bring less money at resale.

Contrary to opinions expressed in online reviews by “experts:, the all-wheel-drive Turbo will also slide under power in the dry, albeit the slide is rather shallow. You simply have to be going fast enough for it to work.

The newer, liquid-cooled 911 models are easier to drive for a novice, but the 993 remains a benchmark for all Porsche aficionados. They claim that the disappearance of the metal dash, the left-hand side fuel filler, and the standing pedals made all the newer models a form of sacrilege, but this is a very extreme view. Test drive a 993 to see if it is really the car for you.

Engine

Almost all 993 Porsches are powered by two-valve-per-cylinder air-cooled flat six engines with a capacity of 3.6 or 3.8 liters, reaching an output of 450 in the top turbocharged version. Almost, because unofficially the factory built 14 Turbo Cabriolets powered by the turbocharged engine of the 964.

Generally, the engine is very strong and vice-free, and with proper maintenance and correct warming up procedures (11.5 liters of engine oil need time to warm up fully) engines last up to 300,000 km before an overhaul is needed. Engines like to leak oil in the area around the timing chain, and timing chains plus tensioners must be replaced at least every 150,000 km. The engine maintenance is less labor-intensive than on earlier models due to the introduction of hydraulic tappets in the valvetrain. Exhaust systems must be examined, and special induction control flaps on VarioRam engines cause uneven running when faulty. When looking at a car you wish to buy, start the engine from cold, looking for smoke and expensive noises. After warming up, run the car through the gears, the engine should pull cleanly and register 5 bar oil pressure when hot. After the drive check the engine at idle for smoke and leaks. Turbo engines have to cope with higher thermal loads, and display symptoms of wear more quickly.

Gearbox

The manual gearbox is based on the very robust G50 transmission, but has six speeds instead of five and requires less effort when shifting. Due to the engine’s flexibility, the 4-speed Tiptronic also acquits itself well, but was not available with AWD, and robs the engine of some of its spontaneous edge. The four-wheel drive system divides the torque with 31% going to the front and 69% to the rear and is much superior to the one on the 964. Clutch assemblies weaken with age and use, and replacements are expensive. A clonking sound may mean that the dual-mass flywheel needs replacement.

Chassis

Cars built before 1996 should not have 18-inch wheels (although owners often install them!), as they lack a special strengthening member next to the steering gear: if it is not installed, and such wheels are used, the steering will be expensively damaged. All parts, especially bushes and shock absorbers, must be replaced periodically even if the car is not driven. Check the condition of front wishbone bushes, balljoints, shocks, top mounts, as an overhaul can cost several thousand euros. The same applies to the rear suspension, and driving the powerful 993 with worn-out suspension means asking for trouble. Lack of use can cause pistons to seize inside brake calipers.

Bodywork

Zinc-coated body usually rusts only when non-Porsche-approved crash repairs have been performed. If there is major rust and no written record of crash repairs, walk away. Somebody isn’t telling you the truth. Japanese-market cars, reimported to Europe, are usually very badly repaired if damaged. The only area which tends to rust by itself is the windshield surround, and the rear window surround. Soft tops on Cabriolets must be checked in minute detail (check the electric operation!), the same applies to the glass-topped Targas. None of them should permit water ingress in an automatic car wash, at least that is how the Germans test them. Door limiter straps may corrode around their mounting points, and fail.

Interior

Check the electrics, as things begin to go wrong due to age, including electric window lifters, and the motors of the Targa roof. Most parts are available, but at a high price. Check for interior wear (seats, pedals, steering wheel, handles, switches) that does not match the declared mileage. Find the best interior you possibly can. Some parts can be sourced via owners’ clubs. Check that the correct tools and the tire inflator are present in the front baggage compartment.

The Story

1993: The 993 series launched in Frankfurt
1994: Cabriolet available, later the AWD Carrera 4
1995: the flat six now produces 285, and not 272 horsepower, Carrera 4S launched, RS launched, GT2 with 430 hp launched, novel Targ introduced
1996: Carrera S supplements the Carrera 4S, the RS model no longer available
1997: the water-cooled 996 is launched, but the 993 Turbo, Carrera 4S, Carrera S and Targa remain in production; Porsche Exclusive builds 345 examples of the 993 Turbo S with 450 hp
1998: in March the last air-cooled Porsche leaves the Zuffenhausen production line

Specifications

Porsche 911 Turbo WLS
Power: 430 hp
Top speed: 297 km/h
Acceleration: 0-100 km/h in 4.3 s

The DRIVERSHALL Verdict

The 993, without a doubt, is one of the best investments in the world of classic cars. Not only can it be expected to keep rising in value, but it is also intensely satisfying and entertaining to drive. It is less critical on the limit than both the G-series and the 964, due to its sophisticated rear suspension, but of course it has no electronic aids like the later models. To keep it in good shape, it must be regularly exercised, and not just kept in a garage.

Air-cooled Porsches deteriorate quickly when parked for long periods of time! Just starting the engine is not sufficient, the car has to be driven, and the drivetrain has to go through several heat cycles to remain healthy. American and Japanese cars differ from European cars in detail, and may prove more expensive to repair when faulty. My favorite model remains the 911 Carrera 4S, with its Turbo-wide body, Turbo suspension and brakes, but the 285 hp normally aspirated engine. The prices of this model are rising, but it is also immensely enjoyable to drive!

Overview

The XK Jaguar happened sort of by accident. William Lyons had a new engine to sell, and Pressed Steel, the body manufacturer, was unable to provide Mark VII bodies for it without a sizeable downpayment for tooling. Lyons wanted a sleek sports car for the 1948 Earls Court Motor Show and the XK120 was that car, with an aluminum body. The resultant demand surprised everyone, and the hand-beaten alloy bodywork took too long to produce. After 242 units the production switched to steel.

It was conclusively proved to the public, on the Belgian Jabbeke highway, that the car could really do 120 mph and more, and Ian Appleyard, the son in law of William Lyons, did very well in Alpine Rallies. The new car was an instant hit in America, with the first unit bought by Clark Gable, and helped the British marque gain a foothold on the other side of the Atlantic. The initial XK120 was superseded by the technically superior, but arguably inferior in the looks department, XK140 and XK150. Most collectors believe that the prettiest model is the earliest 1949-1950 XK120, and that the design was later watered down due to the larger engines. However, the design flair remained in place.

Early XKs, line the later E-types, were really engineered for small people, and people over 180 cm in height simply don’t fit; it’s easier with the later models. Early XK120s can, however, be modified to accommodate modern-sized inhabitants. In case the Xk150 does not strike your fancy, try taking the bumpers off and fitting some wider wheels. The very late XK150S has the E-type engine and is especially satisfying to drive.

If you wish to go racing with a standard XK120, your choice is limited if you want to race under full FIA rules. The car then must have four drum brakes, the Burman steering box and 2 small SU carbs. The later models were more advanced technically, with the XK140 introducing rack and pinion steering and the XK150 bringing disc brakes. That said, companies such as CKL Developments can make drum brakes work better today than they ever worked in the 1950s.

Generally, due to its construction methods, the XK is quite expensive to restore. The car in our pictures is an alloy example from 1949, originally delivered to Homburg in Los Angeles. It was restored by CKL Developments at great expense with the correct cream paintwork and the biscuit and red interior trim, and it sports several special features which were altered for later examples, like non-adjustable hood clamps, a different door handle location, and the absence of turn indicators. This particular car retains the very rare starting handle (crank) and its tool set.

Engine

The inline six first had a capacity of 3.4 liters, in the XK150 it ended up with 3.8. It is very sturdy and tuneable for faster driving. You can actually double the output of those engines with stronger internals, bigger valves and different camshafts. Regular oil changes and the correct antifreeze concentration are essential. The cooling system must be kept in perfect face, and installing an electric fan and an expansion tank is advisable.

Gearbox

The original Moss gearbox, or more precisely, a Moss design manufactured by Jaguar, is very strong and reliable. it has synchromesh on second, third, and fourth, but the gearchange itself is rather slow. However, some specialists are capable of making it work better. The first XK120s had an ENV rear axle with no limited slip differential, later cars had a Salisbury axle with an LSD.

Chassis

Anything can be improved by replacing bushes and setting the correct angles. Check if rear axle tubes are not coming off the diff, as this is a popular phenomenon. Also check drum brakes for judder and a spongy pedal. Many users today do not comprehend the physics of drum brakes which cannot cool quickly, and abuse them.

Bodywork

This is a traditionally built car, with a ladder chassis and a separate steel body (or rare alloy body). Some frame box sections can rot from the inside, as they can hold moisture and mud. Check the front anti-roll bar mounting area, as it suffers not only from the effects of moisture, but also from stress corrosion (it transmits powerful forces) or even cracks. Another problem area is the section of the chassis which goes over the rear suspension. All these problems can be fixed, and at worst, you can buy a completely new chassis; this, however, will ruin the car’s originality. Fortunately, now most XKs are well looked after, unlike 30 years ago.

Interior

Everything is available, but the car will retain the highest possible value if it is entirely original. Original patina is best, although there are people who can make an XK interior perfect: the only issue is money.

The Story

1948: XK120 launched at Earls Court with aluminum body
1950: bodies made of steel
1951: start of production of Fixed Head Coupe, heater made standard
1954: XK120 replaced by XK140 with rack and pinion steering and more interior space
1957: XK140 replaced by XK150
1961: end of production

Specifications

Specifications
Jaguar XK120
Power 160 hp
Top speed 200 km/h
0-100 km/h 10 s
Economy 13 l/100 km

The DRIVERSHALL Verdict

An XK in good condition is a joy to drive, and lots of fun to race. The operative word here is “condition”! Buy the best one you can find, or a scruffy one and budget for a proper restoration. Early Xks with drum brakes and crossply tires provide an authentic driving experience, if you are slightly less hardcore, you can have electronic ignition, power steering, disc brakes and an electric fan installed. Lots of faked restorations exist, photographic proof may come from a different car. Ask a specialist to look at the car before the purchase. Check if all the documents pertaining to the car’s alleged restoration are present!

Overview

When the 964 version of the Porsche 911 appeared in late 1988, and although 85% of the car was virtually new, it still had the original body shape and was powered by an air-cooled flat-six engine positioned behind the rear axle. At the beginning the car was launched as the all-wheel-drive Carrera 4: at the time, AWD rally cars were all the rage, and the 959 already had shown the potential of delivering torque to all four wheels. The idea was that the AWD system would tame the difficult handling characteristics of the 911, making it accessible to more customers worldwide. The engine was installed in such a way that four-wheel drive was technically doable, except that the old-style torsion bar suspension was in the way. Therefore the entire chassis was redone completely by the team at Weissach, resulting in an arrangement with MacPherson struts in the front and semi-trailing arms with coil springs in the back. The whole floorpan was also newly designed, with new suspension attachment points.

At the time, the investment made in the 944 and 928 lines was not bringing any profit, and the 911 in its latest form had to save the Porsche company from extinction. However, the AWD system, with its 31:69 division of torque between the axles, was very complicated. It used the ABS sensors at each wheel to determine how to apportion torque. If one wanted to save some money and 80 kilograms, as of 1989 one could order a two-wheel drive Carrera 2. It was more agile, and it was possible to order it with the new Tiptronic automatic gearbox (which was unavailable with four-wheel drive).

Until 1993, the factory produced 18 219 Carrera 2 Coupes, 13 353 Carrera 4 Coupes, 16 517 Cabrios, 4 863 Targas (both the Cabrio and the Targa were available as Carrera 2 or 4), and 930 Speedsters, based on the Carrera 2. Today, Carrera 4 models and Tiptronic-equipped cars are generally cheaper than the others. The RS versions, Anniversary cars and the Turbo S have much higher prices, with the Turbo S having exceeded 1 million euros at an auction!

Engine

For the 964 the engine grew to 3.6 liters. Because it is not very heavily stressed, with proper maintenance it can reach 300,000 km until it needs a complete overhaul. Therefore you must demand invoices which prove that a regular and correct maintenance schedule has been adhered to. Valve clearances must be checked every 20,000 km, the double ignition distributor must be checked and the toothed belt replaced every 80,000 km or every 7 years. The cam drive chain sliders must be replaced every 150,000 km. The fuel pump relay can be defective, and the dry sump lubrication system can develop leaks.

Generally the drivetrain maintenance is very labor-intensive on the 964 due to the tight packaging of components. Don’t be surprised by the workshop bills.

Gearbox

The manual gearbox is very strong. Avoid the Tiptronic, and not because it blunts the car’s performance, but because its electronics are prone to failure. Most, if not all, of the Japanese imports are Tiptronics: buy only when the rest of the car is really perfect, and you are terrible at gear shifting.

Chassis

The car will only behave perfectly when the suspension is in ideal condition. The bushes, bearings and rod ends should be replaced recently, and have no play. Too many Porsche 964s in the market are shiny, visually desirable and riding on completely worn out suspension parts: avoid, or haggle. The all-wheel-drive hydraulics are generally unreliable and difficult to maintain. The AWD control unit and Tiptronic control unit electronics are extremely expensive, and they have a strong tendency to fail unexpectedly.

Bodywork

The body is fully zinc-coated, and really rusts only when unprofessional repairs have been performed due usually to accident damage. If you see any rust, walk away. Be suspicious of freshly resprayed cars. The typical hiding places for the tin worm are the large GRP bumpers, which often hide accident damage.

Interior

All parts are available, but never cheap. Look for interior wear (seat bolsters, pedals, steering wheel, handles, switches) which does not match the declared mileage. Find the best interior on the market in order to avoid costly repairs.

The Story

1988: Carrera 4 launched
1989: Carrera 2 unveiled, Tiptronic available
1991: Carrera RS available; 260 hp, but only 1220 kg, modified suspension and steering, only 2832 built
1991: Turbo (320 hp) and Turbo S (381 hp) available
1992: no more running-in period with special engine oil
1993: Speedster, Carrera RS 3.8 and RSR launched
1993: end of production

Specifications

Porsche 911 Carrera 4
Power 250 hp
Top speed 260 km/h
0-100 km/h 5.7 s
Economy 9-18 l/100 km

The DriversHall Verdict

The 964 is very good to drive… for the period. Many of the now fashionable restomod cars are based on the 964, including Singers, but the later 993 is a much better drive due to its multilink rear suspension. Better and safer. That said, a healthy Carrera 2 can give the driver a lot of pleasure. The simplest is always the best, so go for a manual Coupe with rear-wheel drive… or the hellishly expensive RS, which is a work of art. The 964 is the first 911 with power steering (and ABS) and thus is definitely less demanding of its driver. You can drive it in heavy traffic, and take it to a race track. Your choice, and you can make this choice every day. Make sure only original Porsche spare parts have been installed in the car you wish to buy!

Overview

The 911 entered its tenth year in 1973 and the second generation of the rear-engined car was launched.. The Stuttgart-based car manufacturer used powerful turbo engines in its top model and a galvanized body for every vehicle, and additionally launched a Cabriolet version of the 911 and the Speedster on the market in addition to the Targa.

The stricter safety regulations in the USA demanded that all new cars withstand a collision at eight km/h without damage when driving forwards and reversing. Zuffenhausen therefore introduced the characteristic impact bumpers with a rubber lip in front of the luggage compartment lid (and the accordion rubbers on the sides). These bumpers could be compressed by up to 50 millimetres without any damage to important vehicle parts. The collision energy was absorbed by flexible impact absorbers on the US version, and Porsche offered these as an option for all other markets. Safety in general was very important for the second 911 generation. Standard three-point seat belts and front seats with integrated head restraints and impact-absorbing surfaces in the newly designed sports steering wheels were prominent.

The six-cylinder engine in the standard 911 already featured the 2.7-liter displacement of the 911 Carrera RS of the previous generation right at the start. This increased to 3.0 liters shortly afterwards. As from 1983, this increased again to 3.2 liters, with a power output of up to 250 hp for the 911 SC RS. The enormous development potential of the air-cooled flat engine meant that there was always room for improvement.

Porsche started its Turbo adventure by actually buying a Ford Capri with an aftermarket turbocharging kit, but soon developed its own sophisticated solutions. The 3.0-liter flat-six engine at the rear of the 911 Turbo reached much higher power levels as from 1974. The turbocharger technology initially powered this super sports car with 260 hp. From 1977 onwards, an additional intercooler and an increase in displacement to 3.3 liters provided an extra boost – the result was an impressive 300 hp. This translated into performance values that were practically unrivaled in the middle of the 1970s: 5.2 seconds for the sprint from zero to 100 km/h was just as unbelievable as a top speed of more than 260 km/h. Another legend was born with the Turbo.

Nevertheless, dark clouds were gathering on the horizon: new sports cars from Porsche with transaxle technology (engine at front, transmission at the rear axle) such as the 924 and 944 model series with four cylinders and the 928 series with eight cylinders were intended to replace the “obsolete” 911. However, the transaxle heirs to the 911 throne did not establish themselves and the demand for the evergreen remained as high as ever. Porsche then took the right decision: a change in strategy. The future of the 911 was therefore secured for the time being. As from 1982, a Cabriolet version was also offered for the first time alongside the Coupé and Targa. This was even followed by a 911 Carrera Speedster in 1989, marking the end of the second 911 generation – 2,103 of these were delivered with the turbo-width body and only 171 in the slim export version. The G model was built in the period between 1973 and 1989, and Porsche produced 198,496 of these vehicles during these 16 years.

The G is, of course, easier to drive than the preceding model, but it’s also considerably faster. This is the first “real” 911 with the performance to match the visual promise. A car in fine technical shape can be used as an everyday driver, and if you are planning to use one a lot, go for the post-1983 version with the superior G50 gearbox. It is not easy to shift gears with the older 915 transmission, but every shift, every corner exit is more rewarding and much more satisfying if you get it right: the choice is yours. The Turbo is very fast for the period, and a real handful in the wet. If you don’t have racing or rally experience, treat it with a lot of respect. The unassisted steering goes light, on all G-series cars, when, driven on the limit, the 911 lifts a front wheel off the ground due to insufficient torsional stiffness of the body. Things get really hairy then. Driven below the limit, the car on the correct tires is quite manageable.

Engine

The earliest G-models with the magnesium crankcase may leak oil, the later cast aluminum crankcase is more stable. The 3.2-liter Carrera motors have hydraulic camshaft chain tensioners, and suffer none of the chain-related issues of earlier cars. On cars built before 1976 the bolts attaching the heads can rip out of the threaded holes in the block, or the thread on the bolts can strip, causing catastrophic engine damage. Blue smoke from the exhaust means worn valve guides. Heat exchangers and exhaust systems can cause problems, and K-Jetronic injection systems need specialist attention. The correct oil pressure is very important, especially on the Turbo: at 5500 rpm it should not drop below 4 bar. Watch out for cars imported from the USA: due to a different engine calibration, the motors are subject to higher thermal loads and wear out much more quickly.

Gearbox

Cars with the G50 gearbox, as of 1986, have a hydraulically operated clutch, and if it becomes heavy, its mechanism needs a serious repair. Cars which are driven regularly must have had this issue addressed, but “collector” cars with low mileage carry a risk in this area. The earlier 915 gearbox requires a calm hand, due to its traditional Porsche-patented synchromesh, but some collectors prefer it.

Chassis

All the suspension parts must be in perfect shape, the alignment must be correct, the proper tires used etc., otherwise the G-series becomes much more difficult to drive than it has to be. Check the suspension attachment points for corrosion. hire a specialist if you have any doubts. Insist on a test drive: even if you do not have the knowledge needed to detect faults, at least you will find out whether you can live with this version of the 911.

Bodywork

Cars built in 1974 and 1975 rust heavily, cars built in 1976 and later, due to zinc coating, generally are better. Most cars have had some sort of a restoration, but beware of cheap, superficial work: look for poor paint matching, uneven panel gaps and evidence of unprofessional welding. Ask a specialist to look at a car before you negotiate a price. Good restorations are expensive! Leaky seals on convertibles lead to a lot of hidden damage.

Interior

Look for UV damage to interior parts. Most parts are available, but are never cheap. Picking a car with a healthy, clean, undamaged interior will save money in the long run.

The Story

1973: model launched
1974: Turbo unveiled
1978: SC replaces Carrera, Turbo engine capacity grows to 3.3 liters
1983: Cabriolet without a targa roll hoop launched
1987: Speedster launched. Turbo available as convertible and Targa
1989: last unit built

Specifications

Porsche 911 SC
Power 204 hp
Top speed 235 km/h
0-100 km/h 6.8 s
Economy 10.4 l/100 km

The DRIVERSHALL Verdict

I must admit to being a little biased here, because the G-series is one of my favorite iterations of the iconic Porsche 911. It is demanding enough to drive to focus your mind, scary enough to be considered a supercar and useable enough to be driven every day. Buy the best car you can find. Some versions, like rare Turbos and the Speedster, for instance, command ever higher prices and are very good investments: unfortunately their owners tend not to drive them at all…

Overview

In a way the SLR was unlucky, being launched in 2004, at the same time as the Porsche Carrera GT and the Ferrari Enzo. But comparing it directly with those two cars is very wrong, and proves that the person performing the comparison has no idea what this very special car was trying to be. For McLaren it was the first road car in a while, and for Mercedes it was one of the two symbols of a newly opulent era, beside the Maybach.

The gullwing doors made the comparisons with the W198 inevitable, but in fact, to me, the SLR McLaren always owed more of its DNA to the so-called Uhlenhaut Coupe and the SSK/SSKL prewar sports cars designed by Ferdinand Porsche. Where other supercars screamed at high revs, the SLR was more about torque, a baritone exhaust note (through specially engineered side exhausts!) and effortless, contemptuous progress. It could be driven in a traffic jam, in city traffic and could be used to go shopping (but one had to check the height of multi-storey parking lots because of the doors!), but all the trick aerodynamics worked best when it was driven very, very fast. Apart from the Bugatti Veyron which is a much newer car, I don’t know any vehicle which can be more stable at 300 km/h on a public road. In Germany, of course.

The SLR was perfect in the dry, but even with the ESP fully engaged it could be a handful. In the wet, because of the wall of torque, it was downright scary, as a proper supercar should be. In third, on a wet road, with the front wheels pointing straight,it would try to step sideways, and sometimes it did that even in fifth gear. With the ESP off, it was unmanageable for most drivers.

The fuel consumption at normal permissible speeds was much lower than expected, due to the engine’s torque and supercharging. A figure of 10 l/100 km is attainable if speed limits are observed.

The Roadster is a fantastic creation, with a specially designed roof with a solid leading edge. Just as good to drive as the Coupe. The 722 model is the pick of the crop, with sharper reactions and still better aerodynamics. The Stirling Moss special edition is just a collector car, quite ugly and impractical.

Engine

The supercharged M155 motor, fed air through the Mercedes star on the nose (the intake tract is completely straight, and generates some ram air effect), develops between 626 and 650 horsepower. It is a durable unit, which requires less maintenance than Italian engines, but still will suffer when neglected or left unused for long periods of time. Check the service history for gaps and demand all the recent invoices.

Gearbox

Lots of journalists, who never buy such cars, complained about the gearbox being slow and not sharp enough. Comparing it to a Ferrari F1 transmission was not entirely fair, as Mercedes installed in the car its venerable 5-speed torque converter automatic, capable of dealing with 1000 Nm of torque (the SLR engine developed over 800). One could shift gears automatically, or manually, but there was never any need to do so with haste: if you have so much torque, you just drive in a higher gear. The gearbox is very strong and with correct maintenance will last almost forever.

Chassis

The SLR is relatively heavy (over 1700 kgs) and very powerful, therefore all chassis parts are subject to enormous forces. It is never too docile or too easy to drive, and for the driver to feel safe, the chassis has to be in perfect shape. Look for evidence that bushes and other parts are replaced, and have a specialist check the alignment and the condition of the shock absorbers. Tires must be fresh and of the correct type. The brakes are the imperfect SBC electro-hydraulic system which Mercedes was championing at the time, but with more safeguards and pretty good efficiency. Brake feel, however, is poor, and, especially for low speeds, practice is needed. At high speeds the air brake deploys automatically, nut can be opened manually, please check if this works.

Bodywork

A Mercedes-Benz dealer is able to check the history of the car. If there is evidence of any accident damage at all which was not repaired either at McLaren or via an authorized Mercedes dealer, walk away. This car has a special crash structure in the front of the subframe which absorbs huge impacts, and the rest of the car is made of carbon fiber composites produced in three different processes. Normally the safety cell can save a life in very high-speed accidents, but only if it is in perfect shape. Anything undocumented or suspicious.

Interior

Check the cockpit for damage and to wear to silvery plastic surfaces. Does the condition of the leather match the mileage displayed by the vendor? Check if all the switches work, including the covered starter button (should be backlit in red).

The Story

1999: Vision SLR concept car shown
2004: SLR launched
2006: 722 Edition launched
2007: Roadster launched
2009: Coupe production ends
2010: Roadster production ends, Stirling Moss version production ends

Specifications

Mercedes SLR McLaren 722 Edition
Power 650 hp
Top speed 337 km/h
0-100 km/h 3.6 s
0-200 km/h 10.0 s
0-300 km/h 28.8 s
Economy 15.2 l/100 km

The DRIVERSHALL Verdict

Walk away from anything suspicious. Look for a complete set of documents, including full service records and invoices. The car is much better than whatever you read in any contemporary review, and the 722 Edition is a wonderfully sharp road and track tool, highly recommended.

Overview

For decades the Ferrari road cars lagged behind the Porsche 911 in one significant area, and it had nothing to do with speed. They were simply not suited to everyday use in all conditions. Fragile and unreliable, they were fantastic when everything worked, and nasty like the plague when broken down. Ferrari aimed to change that perception with the introduction of the F430 in 2004. The car shared the basics of its body layout with its predecessor, the 360, but was greatly improved.

The engine shared its block casting with the then-current Maserati V8 (that was the F136 family of engines), but the heads of the 90-degree V8 with a capacity of 4308 cc were bespoke, with four valves per cylinder. There was a chain camshaft drive instead of more maintenance-intensive belts. The engine was happy to rev past 8500 rpm, and was pretty much unburstable, as long as service schedules were adhered to. The car sported a new gimmick, called the Manettino, a special switch on the steering wheel with which the driver could adjust damping, shifting speed, engine mapping and stability systems. The new E-diff with an electronically controlled clutch was able to direct the torque to the wheel with more traction, thus improving Fiorano lap times by 3 seconds due to the F430’s better controllability.

I drove the car for the first time in Maranello when it was still in production, and pretty much the first thing I did was race an equally yellow Ducati motorcycle up a mountain road with numerous switchbacks. The car felt alive, immensely responsive, and, what is most important, very friendly. The steering was sublime, and the normally aspirated engine responded immediately, making it possible to delicately steer the car on the throttle. The sound was, and is, magnificent, and the view in the rearview mirror must be one of the best in the automotive world. There is some trunk space in the front, albeit less than in a 911. Yes, its practicality is limited, but this is a car which can make any errand seem like a momentous occasion.

With all new Ferraris turbocharged now, the really good ones with no forced induction are gaining in popularity and price. Now is a good time to bag a good F430 and then drive it every day. The experience cannot be replicated: true, the 488GTB may be faster in all circumstances, but the linearity of response is the F430’s forte, and not turbocharged car can match it. Owning one will make a real car enthusiast very happy.

Engine

The engine develops 490 hp or 510 hp in Scuderia form. The key to longevity is a religious adherence to the maintenance schedule. Cars which are stored for long periods may require more work than cars which run regularly and have a higher mileage. Engine rebuilds are expensive, so try to avoid one.

The car MUST BE serviced annually, regardless of mileage. The battery should not be allowed to drain (remember to replace it when needed, and use a trickle charger) as a flat battery can lead to major problems with ECU-based systems which control the engine, gearbox, chassis and onboard electrics. Original or high-grade original-equivalent parts should only be used.

Gearbox

90% of all Ferrari F430 cars were built by the factory with the automated F1 gearbox. Very early cars had weak hydraulic pumps, this was later rectified. There is a tendency for those pumps to fail, and they operate the F1 system and the E-diff. Check when the pump was last replaced. The clutch on F1 cars will last between 15,000 km and 40,000 km (the latter if you’re lucky and the car does not do a lot of start-stop driving and low=speed maneuvering. The clutch on 6-speed manual cars will generally last longer. Either way, clutch replacement is a big and expensive job.

Chassis

The chassis needs regular checkups, and especially all the spherical bearings which make the car handle badly when worn. Some people replace the factory NMB bearings with other types which are said to better resist wear. Lift the car and look for signs of accident repairs on the expensive suspension parts. This chassis only works well when it’s in perfect condition, so don’t try to save money in this area.

Bodywork

Check for marks and parking dings, and for accident damage. Any panel misalignment should make you suspicious. Wear marks on the Spider soft top may mean it needs replacing. Check the electric roof folding mechanism for smooth operation. Check for stone damage on the nose of the car, and ask whether it has been repainted. The factory color ID is a sticker affixed under the trunk cover.

Interior

Look for parts which do not fit which may indicate concealed accident damage. Some plastics do not age well. Be sure to check all switches for correct functions, and the seats for wear.

The Story

2004: model launched
2005: Spider launched, F430 Challenge launched
2007: Scuderia unveiled, honed with Michael Schumacher’s considerable involvement
2008: Scuderia Spider 16M built, delivered only to preselected clients
2009: last unit built

Specification

Ferrari F430
Power 490 hp
Top speed 315 km/h
0-100 km/h 3.8 s
Economy 15.2 l/100 km

The DRIVERSHALL Verdict

Walk away from anything that has been in an accident. Walk away from cars whose vendors are vague about their origins and have no maintenance records. The required repairs will kill you financially! A properly maintained car with no gaps in its records is a safe bet, but a visit to a specialist is crucial: ask one to look over the car for you. If the vendor is unhappy about that, walk away, too. A regular 430 is tremendous fun to drive, but the Scuderia is a revelation; thanks to Michael Schumacher’s input, the Manettino enables the adjustment of the engine and gearbox maps separately from the suspension settings, and it’s thus possible to glide over an uneven road, in the rain, at uncanny speeds. One of the best mid-engined cars ever made, period. If you can afford one, buy it and enjoy it.