Have British Sports Cars Had Their Day?
Almost a year ago, The Roadster Factory, a beloved British car parts supplier suffered a tragic fire at its Pennsylvania warehouse. It might have been a metaphor for the classic British sports car world in general. From market data to shifting demographics, this part of the hobby is suffering setbacks.
In the timeline of sports cars (especially affordable ones) British cars had a run comparable to the dinosaurs. From roughly 1945 until 1980 or so, little English roadsters ruled the planet. From beachfront drives to SCCA race grids and autocross runs, they were absolutely everywhere. Then, labor issues, bad management, non-existent R&D budgets, and increased competition from other car-building nations brought things to a sad end. But that wasn’t quite the end of things. A massive subculture and aftermarket ecosystem sprouted up and flourished, keeping these cars on the road long after the demise of the OEMs and ushering them into “classic” status. The baby boomers who remembered British two-seaters when they were new made up the lion’s share of this culture. They loved their MGBs, Austin-Healeys and Triumph TR6s. Millennials and Gen-Zers, not so much. With flat values for the last decade, is the reign of the British sports car finally over? Maybe, maybe not.
From the early 2000s until roughly 2015, British sports cars had a pretty decent run in the collector car market. Excellent TR6s became $25,000+ cars, perfectly restored Austin-Healey 3000 MKIIIs could bring well over $100,000, and good Jaguar E-types more than double that. It was the knock-on effect of people buying the cars that imprinted on them in their youth. It happed with other 1950s-70s cars, too. But with older Boomers lightening their loads, it seems like the market is getting smaller for classic British sports cars.
Strangely, the only millennials that I know who own British sports cars own Spridgets (a portmanteau of Austin-Healey Sprite/MG Midget). I personally know four Spridget owners who are under 40. Some of the appeal for them is a factor of the cars’ simplicity and sheer cheekiness, but mostly, it’s because they’re super affordable. Interestingly, though, these seem to be dead-end acquisitions for millennial enthusiasts. By that I mean they’re not a gateway to other, more sophisticated British cars further up the ladder. Young Spitfire owners don’t move up to a TR6 and young Sprite owners don’t move up to a Big Healey, much less something like an E-Type. Boomers and Gen-Xers thought that was the most beautiful car ever, but it just doesn’t resonate with a lot of younger enthusiasts.
Hagerty’s insurance data backs this up. While first generation (1965-73) Ford Mustangs fit squarely into the baby boomer demographic by model year, they have significant appeal with younger buyers as over 20 percent of insurance quotes come from millennial buyers. For the 1961-67 E-Type, on the other hand, that number is less than 6 percent, and for the Austin-Healey 3000 it’s a little better at slightly above 10 percent. The MG TF, which carries a value low enough to be tempting to younger buyers, nevertheless sees a dismal 4.7 percent of quotes from millennials, and just 1.6 percent from Gen Z. As for values, Hagerty’s British Car Index has been conspicuously quiet even during the pandemic boom of the early 2020s. The index’s average price of $91,760 is basically the same as it was in 2015.
Classic British sports cars also suffer in comparison with the cars from the 1990s roadster revival. NA-generation Mazda Miatas, BMW Z3s, Porsche Boxsters and Mercedes-Benz SLKs are similarly cheap and plentiful, but they’re also significantly faster, more usable, and more reliable. To someone born in the 1990s, they also look plenty vintage and are getting old enough to become “classics” themselves.
Are British cars dead? Not by a longshot. The huge number of classic British cars out there aren’t going to just disappear. While their best days value-wise might be behind them, at least part of another generation will eventually succumb to their tweedy charms, just as any genre of car always gains a following. But it might be smaller, while any serious interest and value growth in British cars will likely be in models from the 1990s and beyond—classic Range Rovers, manual Aston Martin V8 Vantages, Lotus Elises/Exiges, McLarens, and even the odd TVR Cerbera and eventually (when it becomes legal here) the utterly mental TVR Sagaris. Basically, the cars of the Forza and Grand Turismo kids. The generational shift is here. Tastes change. Embrace it.
I went to college late in life, and I was in a design class. Topic of discussion was the difference between ‘appearance’ design and design as an engineering product development process… and of course where the two came together. Examples included a Jaguar E-Type, which most of the class mis-identified as a number of different sports cars which brought dismay to myself and the instructor… so the Z generation definitely was not tied in to English sports cars.
Around that same time, I ran across my first Jensen Interceptor, which I had never heard of and instantly fell in love with… due in part to its American iron drivetrain which I would have half a chance of actually getting parts for. I just didn’t have 15K to pony up for it at the time, and the rare examples I see pop up now are more in the range of 45K which is more than I am willing to pay for a probable parts nightmare with likely electrical problems. If you are telling me the prices are coming down, then one of these might just move down to the X generation one day
We’re seeing something similar within our vintage racing club. The older folks want to keep the pre-1973 aesthetic. They came of age watching TR4s and MGB battle each other. When the younger members think of “vintage” they think of NA Miatas and Fox Mustangs. The argument is that sooner or later the definition of “vintage” is going to change.
Social and economic factors are a big factor in the market. Increasingly, young men aren’t developing mechanical skills as schools drop shop curricula because of cost pressures. Urbanization means more young people living in condos with nowhere to purse the hobby, and many don’t even drive any more. Not to mention their incomes don’t allow for expensive hobbies.
I’ve had two Interceptors, I think that prices have come down well below $45,000 for decent drivers. Literally everything is available for these cars including glass, some body panels, and even tail light lenses. The Chrysler stuff is bullet-proof. Are there occasional electrical gremlins? Yes, aging wiring, and bad grounds. There are brand new wiring harnesses available though, if you want to go that route. Great cars if you can handle the single-digit gas mileage.
Suspect the lack of interest in E-Types by the younger set may be tied to their not having an extra $100k or more lying around!
Or not. Decent project E-types start at less than a 911 in equivalent condition. I know at least several millennials who have bought or are looking for vintage 911 project cars, but not a single one who is looking for a Jag.
Maybe you just know a lot more Porsche people 🙂 That said, I’m not sure I agree with your premise about project car prices. The entry cost may be similar; but the expense from there may not be.
One of the other factors is the number of marque enthusiasts. Porsche has continued in the sports car market in a big way, including motorsports. Jaguar has not. The enthusiast base for vintage Jags seems to be much smaller at least in part because of these factors. I say this as a very long time E-Type owner, who also owns a long hood 911. I’m an active club member for both makes.
And of course the E-Type is essentially a 1950s concept, whereas the 911 in its original essence was produced until the 1990s. Interesting article. Will be curious to see where prices go from here; but not selling my Jag anytime soon.
When one adds the purchase price of a serviceable, ie condition #3 Series I E-type to the renovation cost, that far exceeds what one may hope to attain when they fall out of love with the car after trying to synchronize 2 SU Carbs so the car even idles smoothly. On the other hand, a similar vintage 911 with run and run and run with only 3000 mile oil and filter changes.
2 SU carbs? The good E-Types have 3
Only two as they were de-tuned in the US (because of emission regulations) with twin two-barrel Zenith-Stromberg replacing the three SU’s.
If it has 2 Carbs (Strombergs) then it it’s not a Series I. All series ones had 3 SU. Things changed in some export countries with series 2
As mentioned earlier, the early E types had 3 SU’s.
Those with Zenith carbs were 68 and on, and destroyed by British Leyland’s refusal to spend money on total redesign to meet new safety and emissions requirements.
I had many English cars with twin SU’s and also a Volvo with twins. I had the vacuum tool to help with adjusting the carbs which helped. Then when I had the Volvo which needed the carbs adjusted as the seasons changed in Ontario I had English guy I worked with showed me how to do it by ear. The Volvo never ran better. That was over 50 years ago so I don’t remember now.
The problem with the various carb balancing tools is that they restrict the air flow in the carb.
The ear test is so very accurate – the higher the hiss frequency the faster the air flow, and you don’t interfere in the airflow at all !
It is dead accurate.
BTW, I discovered the opposite applies to Webers for some reason – the lower the tone of hiss, the faster the airflow – strange but true ….
Not difficult to maintain an E-Type. My E and 911 have similar running costs; but Porsche parts prices are much higher in my experience.
Really?
I balance mine about every 5 years which is around 18000 miles.
Ticks over like a watch and only fiddle as I think they must need it by now, they tend to slowly get richer in my experience.
But my 911’s, all four of them have always run fine too.
I had a1975 TR6 that I bought for $5000 in 1981. I drove that car to college, and all over New England. Every day. I sold it in 1985 because I was in Brooklyn at a different college- no parking and no money. In 2018 I had cash in hand ready to buy a 1973 TR6 in French Blue with a Surrey Top. Looked awesome. Ran way better than mine. Serviced to death…. But it was a brutally basic thing. And terrifyingly small and narrow on the road. The glorious sound and killer looks could not overcome those deficits for me.
I think a lot of people have similar feelings about these cars.
After an hour test drive, I went home without it and never looked back. Things changed, the world changed. I read somewhere that a “collector” car more than 20 years old only gets used 7 times per year. We are used to a certain level of safety, comfort, effort, reliability and climate control. As each of those is reduced, the “collector” car stays home in the garage more and more. But, exceptions are everywhere. G body 911. BMW 633csi. Cripe even 78 Camaros.
My stable ranges from 1965 to 2012, and I make a point to run through them at least every other week, but I acknowledge that I am probably a significant outlier in that respect. It is my firm belief that what is killing car culture and probably culture in general is an overreliance on safety, comfort, effort, reliability, and climate control. I think Ed Rendell once termed it as the wussification of America
And, on a more practical level, the lack of the wonderful old people who rebuild carburetors, cut out rust, and deal with manual transmissions. Not to mention that the remaining ‘British’ car companies have nothing to do with their legacy products, because the branding rights were sold to foreigners long ago.
I suspect the carb issue is a universal problem. Carburetors are becoming the ancient Latin of auto repair.
I have a 73 TR6 in French Blue..she a real head turner..Did several up grades from a trailer queen to a driver..Easy to get parts if needed through Rimmers Brothers or Moss ..Yes the car is small compaired to all the trucks, SUVs etc on the road today..So different from when I had my 67 Healey 3000 in the late sixies .These British cars should be on the road,so young and old people can see what it was like driving them back in times..when life had a slower pace.
We must look at this objectively.
The best British cars are priced out for most of us.
The British sports cars is nearly extinct. Some token Lotus and Aston. The new Jags are not that exciting and the MG is Chinese.
The older British cars that are affordable are often in need of great work as rust has done tons of damage.
Finally cars like Morgan’s are expensive like Jags snd new Aston’s that few can afford and there are better values out there with better resale.
Range Rovers are doing better now than ever in America. They are common sights. Same with the German Bentley.
The Mini has a good following but repairs hurt resale and repeat buyers. Even the German blood still leaves the same BMW service issues.
Morgan prices have been relatively stable for many years, with Plus8*s getting the bigger numbers. Decent driving level cars (+4, 4/4) can be had for 25K-30K. They are easy to work on, parts are easy to obtain, and modifications are encouraged, unlike Jag. I have had my 1963 4/4 since 1991 and look forward to driving it as often as my wife will allow.
Condition is everything. Top models can be costly. Those with bad wood even more costly.
I have no trouble sourcing parts for my XK120 and E-type. Moss, SNG Barratt, Welsh, Terry’s, SCParts … all carry extensive inventories and aim to please. But, yes, I’ve watched the value of my XK120 drop from its peak 16 years ago by about half today in real terms. The demographic that lusted after them is dying out. But I think the E-type will continue to appeal much in the same way similar vintage Italian sportscars are holding their own.
Well yes and no …..
Over the years of owning multiple modern and classic 60/70s cars I have gradually developed a resistance to modern cars that really is a simple fast logical rule to me.
Having owned modern BMWs, VWs, Audis, etc – there are two simple problems I discovered.
The repair equipment – analysis systems and spares are horrendously expensive.
I recently paid over $2000 to have the plug coils on my R32 VW replaced, and the BMW 335iS coupe I own is a nightmare of expense to have repaired – $2000 to have a fault on the ABS assessed, and the repeated failure of the Gearbox temperature assessed as a failure of the battery sensor module – say What ?
The only advantage modern cars have is that they have AC and electric windows and are reliable, then when they go wrong they cost plenty !
And most of them are copies of one another – no individualism ……
Look at the classic Healey 100 versus the TR4 to 6, versus the Mini, or a Ford Cortina – so different yet so attractive.
Every time I’m out in one of my day to day classics – Ford Escort Mk1 Twin-cam, 1275 Mini Cooper S, or my Healey 3000, surprisingly the vast proportion of admirers are 20 and 30 somethings !
Its the styling ….
And the parts are relatively inexpensive compared to modern cars (for example I can buy 2 water pumps for my Cooper S or Healey 3000, for the price of a single BMW 325 water pump, or 10 for the price of the stupid electric water pump in a 335is !
I am utterly convinced that the death of the modern car is going to be forced by the cost of the car and its maintenance and not the cost of fuel. And we have only regulators such as the EPA to thank for the complexity of the modern car. They want to regulate everything to protect certain people who represent single digit % deaths in cars, most of the time caused by drivers who don’t recognize their responsibility to themselves and the occupants, but to the people around them outside of their vehicles.
I know I’m on a rant here, but it is long overdue that our Traffic Police to change their focus from speed prosecution and stop behaving as Tax Collectors, and start focusing on Dangerous and Inconsiderate road behavior that could lead to injury or death because of driving without due attention …..
Don’t even get me started on the move to “Disco” display dashboards and move away from simple Analog display dashboards – what is the point, other than distracting a driver from the job at hand – simply driving in a responsible and safe fashion !
And finally, no, the Classic Car of the 60s and 70s aren’t dead for the 20s to 40s – they still love them as much as we do – because they look just so Kewl !
Well said!! I completely agree and do not need the EPA nor any other appointed officials meddling with my drive over Angeles Crest or PCH in my 100 Healey. I will asses the risks for myself, balanced against the enjoyment of a proper roadster on a beautiful road!
Absolutely concise, clear and correct. I’ ll look for that 100 on PCH.
XIX 75 Damson Red Six. out of Santa Monica
Im fairly young at 26 years of age, I do find the idea of the little british roadsters appealing but like it was alluded to in this article its mainly the cheap ones, spridgets, spitfires, mgbs. I just tend to be drawn to them at cars and coffee and shows (mainly becuase I just like small cars). I dont have a personal connection to the more expensive ones and even if i do think they are pretty I just dont see myself owning one. Well maybe if I had the money I would get a orignal Lotus Elan. And once again like is said in the article the little roadster that I do own is a 92 Miata. I do think I would pick up one of the more affordable LBCs to mess with at some point.
Essentially the same way I feel. I have very little free time to work on cars due to work, family, chores, etc. The effort and time to keep a sports car from that era going is in general more than my NB Miata. And I want a car that I can actually drive regularly. Maybe one day I’ll pick up a Triumph, MG, Datsun, etc. But that won’t be for awhile.
The NB Miata does it for me, too. It runs when I want it to, every time.
One of the issues I see with younger car “guys” is that they have plenty of other responsibilities that keep them from getting into older cars. They have jobs and kids, which leaves little time for wrenching.
I remember once my parents became empty nesters, dad bought an airplane. I didn’t even know he wanted one, because the parenting onligations ate up so much of his income and time.
When I was obligated to go to work every day, I often bought used cars, and my interest in vehicles had me working in them only because I worked cheaper that the pros. Twenty years later, I’d buy something two or three years old, and do it again. Cars that are considered “used” these days aren’t old enough to be classics – they are just tools for transportation, and they are too complicated for the casual mechanic to do much more than change the oil and wipers.
I’m fortunate enough to be retired for ten years, so I have time to pursue those interests that had to take a back burner when I had those other obligations.
I guess what all that means is “I understand.”
Hear hear for the Lotus Elan Series 1 1600 roadster. Sorry I can’t post a picture of my current 1964 in BRG. I bought this car, which looks in near show condition and runs perfectly, for $22,000 in 2015. Today they go for $25,000 to 35,000, some for more. Still affordable. I’ve owned most British roadsters and currently also have a 67 Jag coupe (bought for $55k in 2010). But the Lotus is by far the most fun car I’ve ever driven. The Jag is also great to drive, and mine runs very smoothly, never any carb problems. But I”m a bit nervous about tooling around in what has now become a $150,000 — $250,000 car (that cost about $5,500 new in 1967 — about the same as a Corvette but far less than a Ferrari) — both because I worry about damage from door dings and such in parking lots, and also because I don’t see myself in the class of people who own $250,000 cars. So I’m going to sell the Jag and give the receipts to charity, but keep the Lotus to tool around in.
What automobile-enthusiast wouldn’t want a well-sorted/preserved 1st-generation XK-E, or Austin-Healy 100 or 3000!
For several years, I considered the more budget-friendly MGA, MGB, & TR-4,-5,-250,-6 (Midgets & Sprites are too small for my height), because of the strong aftermarket support, but recently went the route of the adequately-performing (1.9L I-4/140HP), somewhat low mileage, rust-free, manual-transmission ’97 Z3 Roadster (Z3 coupes are much too rare & pricey), due to: 1.) my longing for a standard transmission RWD, 2.) air conditioning (still-available R134a), to quickly clear fogged glass in extremely humid conditions, 3.) fuel-injection & OBDII diagnostics, 4.) nothing rattled or leaked, 5.) everything worked, 6.) at nearly 6-foot tall, I fit in it comfortably (early MX-5s are just too small, also), and 7.) it’s not equipped with the optional hydraulic top complications.
I really wanted a ‘simpler’ turn-key, driver-quality car, to enjoy driving; not a protracted, upgrade/endless restoration project, parked on jack stands.
Besides, on the road, the little Z3 actually ‘feels’ like a much more substantial vehicle than my neighbor’s ’69 MGB, or the rusted-rocker (minimal heat) ’72 Karmann-Ghia convertible (maybe 60HP?), that took me through my 5 college years, 4.5 decades ago.
I share your sentiments. I’d love to have a Healey 3000. I’m not willing to liquidate our XK8 and Range Rover Classic to afford one. One can lament the disinterest among rich Gen Z kids for a Series 1 E type OTS, but I would never say that British sports cars have had their day when said Jag is still worth as much as my remaining mortgage. It’s real money. Meh, I’ll take a newly- US legal TVR Cerbera for the price of a new Hyundai crossover.
I am very happy with my 1997 Z3 2.8L six-cylinder with 5 speed manual trans. Also appreciate the manual top, one less thing to fail. The car is tight, quick, very nimble and even has air conditioning. To my eye it also has the classic Roadster look that always appealed to me in the Brits. At 77 years old it keeps me feeling young and enjoying driving. Starting to get a bit of a following now too.
MGBs and BMW Z3 is rich – so you’ve drawn me out @Mikey. The annual Historics Festival at Lime Rock Park in CT helps inform the topic and … it offers the opportunity to expand Hagerty’s Pie Chart! Any generation this deep in the thread: dedicate Labor Day Weekend for a first hand perspective on these classics. 2024 marks 42 “Historics Festival” events. Regarding Jaguar owners, until you’ve seen Donovan’s coupe and roadster in a race, you’ve missed out! For me, great fun to restore a 74 chrome bumper MGB (Webber repl. w/SU’s elegant analog carb). The parts not ann issue and a superior engine rebuild is not complex! To ‘up my game’ I replaced her with a low mileage 2000 Z3M and agree on the worth of a ‘modern’ car. She’s so stable, you really have to lean into her to get the same thrill as the LBC on the ‘B-roads’. Hope you all add LRP to your trek as you figure out the value prop for your classic. I’ll be there in my whites waving flags at those racing theirs forever!!!
It’s funny how culture has turned on my MGA. May, you look at 50s and 60s SCCA photos and they’re everywhere. Now, people look at my car and are like, “ooo, a weird British thing” and quickly walk away to look at a muscle car. With my uprated motor and axle (later, both) and the later option disc brakes with a sway bar, it’s a great car to drive (oh, and all new wiring harness and heavier weight oil in the shocks helps too). The whole family loves it. They didn’t love my Lotus 7 creation because not much suspension in the rear and it was a little too intense. But everyone likes cruising in the A. It drives well, has style and is nice to sit in. I recommend.
“Everything old is new again”- British sportscars maybe in a bit of a lull, or more than, at this point but in time I’m guessing that a smaller lighter more relatively fuel efficient vehicle will appeal to a younger generation. The 454 big block El Camino SS and the like heads are on the chopping block. Soon to be fun to have taken for a ride but- ” it’s a nice place to visit but I wouldn’t live there” vehicles. Having a TR-6 or, as the other car maybe – ” a little bit of history repeating ” ‘Is this real wood ?’ and the more recent F types V-8 exhaust note is intoxicating .
I own a 25,000mi AZ Spitfire and for rides around the neighborhood on cool evenings, nothings better. Bought it for $3k 15 years ago and it’s still worth $3k.
I am a huge fan of classic cars and own two. But have never ever understood the appeal of classic British roadsters outside of the Lotus Elan. I just don’t think MGBs or TR6s are nice. They look slow, uncomfortable and as though they are going to fall apart. And there just so many of them here on the road in Ontario. It is harder to find a first gen Dodge Neon in the Greater Toronto Area than a TR6. Yet all MGBs and TR6s appear to be driven by men in their 60s or above who, for some reason, all have a moustache (which I speculate has adorned their faces for at least 40 years). I ma genuinely curious if the market for them will crater in the next 10 to 20 years to the point where they are dirt cheap because no one wants them. Maybe then I would buy one just to see what the hype is all about but I suspect I’ll be disappointed. Am I wrong? Please tell me if so!
You nailed it. I am a guy in my sixties in the Toronto area that drives a red roadster E-Type and sports a moustache that I have had for over 40 years. Too funny.
As a 60ish former E-type and MGB owner (long ago and far away!) I recently had considered a TR-6 as a fun, affordable enthusiast driver. After driving a few, I decided to pass. The driving experience was not as much fun as I remembered. Also, the small size is frightening on today’s roads with distracted, rage induced drivers. Add in the potential maintenance/reliability issues and no thanks.
I’m looking forward to an affordable restored XK 120. Is it really just a matter of time?
What’s affordable? A very nice one just sold on BAT for around $70k. I don’t think you’ll see them drop much lower.
Forty years back I helped start the rebuild of a 53 XK120 DHC and it was/is still a long drawn out affair. Money, time, and more money got it to drivability and the details are still going on.
Restored becomes a variable, running being the first. Running well enough to safely go a fare distance without fear is next. This may be enough. Nah, next is wanting to be seen in it and MORE MONEY. This includes redoing all the first items on the list because now you know better or have more skill. The continuous thought of the day, what was I thinking?
Point is, they aren’t ever finished and that’s the bonding and love affair. I’ve found it can even start when you drive it off the lot new.
I’m rebuilding a 1963 TVR grantura my father bought in 1970 and now my son is rebuilding a 1966 mgb so the tradition is still going strong.
While this may not apply to European brands, to me the worse thing about most European and especially the more expensive European cars is their inane complexity along with some of their basic engineering. VW’s bolts holding on wheels instead of studs? Why is that a good idea? Especially when you’re on the side of the road changing a tire. I don’t need that. Most hobbyists who do their own work want a car they can work on with mostly common tools. The old British Healeys, MGs and Triumphs were this way but, as the article said, the younger people aren’t interested in them. I don’t care for Asian cars but at least they’re usually more serviceable than European.
Old British cars were easy to work on? I guess you don’t remember the seemingly random mix of inch and Whitworth nut and bolt sizes on the old British lumps….always made for an interesting day working on them. Invariably, the one size you needed was not in your tool kit. And the parts bin engineering was a treat…ya we can use that master cylinder from some forgotten saloon…but the nuts will be on the inside of the mounting bracket and you won’t be able to reach them with anything in your tool kit….Ah, the good old days!
Hmm, I actually find wrenching on my VW GTI, Boxster, and RX7 to be much easier than wrenching on my Healey 3000. A $10 wheel hanger stud fixes the issue you’ve described and makes for easy wheel mounting on the VW and the Porsche. The Healey knock off wheels are easy to mount on the wheel hubs, but requires either a specific copper hammer or a special long wrench to get the wheels off. Service and maintenance tools are a bit tricky too as the nuts and bolts aren’t quite SAE or Metric sizes, but some archaic British old standard. My newer cars seem to have serviceability engineered into them whereas the Healey does not. All of my cars however are rewarding to wrench on, but the Healey requires much more attention than the others.
Was having a similar conversation the other day. My take is that since many LBC brands don’t exist any more, there’s no relevant connection to anything tangible for younger enthusiasts. Porsche, Ferrari, Mustang, MINI, etc provide a modern lineage that (can) make the owners of these vintage machines feel like they’re connected to a culture that they can better relate to….of course I could be full of crap too. 😉