Media | Articles
The Cheapest (to buy) V-12 Classics
One of the interesting things about the piston-driven, internal-combustion engine is the sheer variety of its packaging. There’s the number of cylinders, of course, but there’s also their size, how they’re arranged, where they go in the vehicle, how they get the fuel/air mixture that feeds them, etc. We love all types of engines at Hagerty, from two-stroke singles to quad-turbo W-16s, but if there’s a most “prestigious” type of engine, it’s got to be the one with 12 cylinders, placed in a “V” formation.
Carmakers have been building V-12s since the 1910s. Some have been smooth and silent. Others have been loud and powerful. But given their complexity, size, and thirst for fuel, V-12s have pretty much always gone in premium automobiles. The thing about complex, thirsty, premium automobiles, though, is that they tend to depreciate pretty quickly into the realm of “cheap to buy, expensive to own,” like the old $15,000 Rolls-Royce that needs $10,000 worth of work to make it worth $18,000.
So, take this list with a grain of salt. The bill of sale is just the beginning, but below are the cheapest (to buy) V-12–powered classics in our price guide.
1976–96 Jaguar XJ-S
Average condition #3 value: $14,700
In the mid-1970s, the slab sides of the XJ-S effectively replaced the supple curves of the E-Type, so it was set up for unfair comparisons from the beginning. Sort of like following Metallica with your band from open mic night. Even so, the XJ-S has nice, distinctive proportions, success in Trans Am and touring car racing, and a silky 5.3-liter V-12 to its credit. Jaguar also built it for 20 years and sold more than 115,000 units worldwide.
Marketplace
Buy and sell classics with confidence
Now that almost 30 years have passed since the last cars were built, there are plenty of horror stories of XJ-Ss with rust, electrical issues, engine issues, or a combination of all three. Like any car in the cheap-to-buy/expensive-to-own camp, deferred maintenance is common, and you can’t exactly find a qualified mechanic for a V-12 Jag on every street corner. Jaguar started selling a straight-six–powered XJ-S in 1983, and today the six-cylinder cars are worth only marginally less, because they’re just less of a headache.
Historically, the XJ-S was a truly cheap classic in the sub-$20K range, but they did appreciate significantly during the pandemic boom in the early 2020s. Still, today they carry an average condition #2 (excellent) value of $30,600, and a #3 (good) value of $14,700.
1974–79 Jaguar XJ-12/XJ-12L
Average condition #3 value: $11,100
Jaguar introduced its groundbreaking XJ6 sedan in 1968, and in 1972 decided to cram its 5.3-liter V-12 under the hood to create the XJ-12 (also sold as the Daimler Double Six in the U.K.). It could be had in standard sedan form, or Jaguar could stretch the wheelbase four inches for you with the XJ-12L. A very handsome pillarless coupe called the XJ-12C was also available from 1975 to ’78.
In good tune, the V-12 offered buttery smoothness and 140-mph performance, but also fuel economy in the low teens or worse around town, and plenty of problems stemmed from overheating or fuel-injection issues. Any sane person who’s infatuated with the looks of a ’70s XJ would just buy one powered by the venerable old XK straight-six (there are quite a few XJs out there with small-block V-8 swaps as well), but if you have 12-cylinder dreams, the average values of 1974–79 XJ-12 four-doors are just $17,900 in #2 condition and $11,100 in #3 condition. Values have inched up slightly in recent years, but not enough to keep up with inflation. The XJ-12C coupe, meanwhile, is considerably pricier, with current values of $34,600 in #2 condition and $22,900 in #3 condition.
1936–42 Lincoln Zephyr
Average condition #3 value: $22,900
An early example of both steamlined bodywork and unibody construction, the Lincoln Zephyr also got a 267-cubic-inch V-12 that is similar in layout to Ford’s flathead V-8. The Zephyr slotted in below Lincoln’s higher-end K series and was available in all sorts of body styles from its introduction in 1936 until World War II put an end to civilian car production in early 1942.
As classics, Zephyr coupes and convertibles can be a bit pricey, but there are still plenty of choices at the affordable end of things, with two- and four-door sedans as well as town limousines all within a few grand of each other and average values currently at $36,900 in #2 condition and $22,900 in #3 condition. And while the Lincoln V-12 isn’t as sexy or as loud or as powerful as some of the European mills on this list, the Zephyr is a far simpler car and easier to live with.
2004–09 Mercedes-Benz SL600
Average condition #3 value: $21,300
The R230 generation of the Mercedes-Benz SL lasted from 2001 to 2011. There were V-6, V-8, supercharged V-8, V-12 and twin-turbo V-12 models, if you include the AMG versions. The SL600 with its powerful 5.5-liter V-12 (493 hp/590 lb-ft from 2003 to 2006; 510 hp/610 lb-ft from 2007) was the highest-spec non-AMG version of the SL, and it was a six-figure car when new.
But it’s not new anymore, and these luxury cruisers quickly depreciated once they became used cars. In fact, they’re still depreciating. Over the past five years, the #2 value for an SL600 has dropped 13 percent, to $30,800, and cars in #3 condition are worth just $21,300. That’s quite a bit of modern luxury performance machinery for the money.
1976–79 Ferrari 400 GT
Average condition #3 value: $37,000
The 400/412 series carried Ferrari’s four-seater, front-engine torch from 1976 to 1989. It has the not-so-sexy distinction of being the first Ferrari sold with an automatic transmission, in this case GM’s tried-and-true Turbo Hydramatic three-speed. Ferrari never sold the 400/412 here in the States, but a fair number have been brought in on an individual basis.
When it comes to values, the fuel-injected 400i and the final series 5.0-liter 412 are worth a fair bit more than the earlier, 4.8-liter 400. It has a #2 value of $49,500 and a #3 value of $37,000, making it one of the very cheapest ways to get a prancing horse on your key chain. Settle for an automatic, though, because the five-speed manual can command a premium of 40 percent over a two-pedal car.
1991–97 BMW 850i/850Ci
Average condition #3 value: $28,000
Internally known as the E31, the original 8 Series was a state-of-the-art luxury grand tourer available with either V-8 or V-12 power. Designed and developed during the heady 1980s but in showrooms during a weak global economy in the early ’90s, it wasn’t a strong seller and its complexities—particularly in 12-cylinder 850 form—relegated it to cheap used luxury-car status fairly quickly.
Today, they’re still not very expensive, with an average #2 value of $55,800 and a #3 value of $28,000.
1999–2003 Aston Martin DB7 Vantage
Average condition #3 value: $28,100
The first Aston produced by the company under Ford ownership, the DB7 debuted in 1993 and was initially available with supercharged six-cylinder power. Aston Martin billed it as an entry-level model, but this was still an Aston Martin, and both coupe and Volante (convertible) cost well over $100,000 when new.
The DB7 got a 5.9-liter V-12 starting in 1999 and became the DB7 Vantage, which kept it going for a few more years before the DB9 replaced it in 2004. At the time, it was the most prolific Aston ever, with more than 7000 units built. Good examples are relatively easy to find, and average #2 values are $51,300, with #3 values currently sitting at $28,100. Coupes are worth a little more, and Volantes are worth a little less. As with the Ferrari, though, those prices vary wildly depending on what’s between the seats. The DB7 Vantage was commonly equipped with a ZF five-speed automatic, and the prices above assume an auto. Cars optioned with the Tremec six-speed manual can expect to bring 25 percent more money.
Find more values
Search for prices of other cars, trucks, vans and motorcycles
As a V8 E31 owner, it’s not necessarily the engine that causes high repair bills. The V12 is essentially two M20 straight 6s joined at a common crank, The M20 is stone reliable. Yes, there are two of everything, but once sorted, the 12s are pretty reliable. What’s eye-wateringly expensive is the rear suspension. Holy smokes what an over-engineered conglomeration that is! Add that to production numbers of around 31000 worldwide for all engines, and lots of things go “NLA” fast. Even buying used parts is expensive. Door-mounted coin tray missing? A used one is $300-500. That said, they look amazing and drive beautifully.
I’m surprised the V12 E32 (750i,750iL) didn’t make the list. I had a 2001 750iL and the only thing that made it unaffordable was the excessive smog control junk in the engine bay. The fuel injectors evaporative control nipples which break off when the plastic gets brittle of course require the entire injector be replaced at the cost of $200 or more each. Other than that, I found it to be quite reasonable to maintain and a very fun car to drive.
Viper?
V10 – short two holes to make it a V12
Sounds like a School bus.
There is no cheap bliss V12. All are expensive money pits. Only the Lincoln is solid and reliable but it is not cheap either.
Dropped valve seats in Jags, bad computers in the Astons and timing change and other expensive care for the Benz and BMW lines.
Ferrari has a great sound but it and Lambo have a price to pay.
Wow, no w140 mercedes? Bought my 1997 V12 c140 Coupe 8 years ago for $2,800. I dumped a lot of money into it getting it cosmetically and mechanically right, but it was solid. You can get one with under 100k and decently kept for around 20 grand. Huge oversight!
I owned a very attractive XJ-S… great to look at, but a wiring nightmare. Intermittently systems like power windows, head lights, etc. would simply quit working then snap back on later for no apparent reason.
All cars Jaguar and any car that sits up will do that . My jags sit for 3 months or longer and will only come alive after a good drive .
My 1988 BMW 750iL was a luxury sedan that still can be found with moderate mileage and very good condition for the $10-15k range. The good: when it’s running well, it is fabulous in ride, handling and power to the ground. This 5 liter V-12 was the basis for their Formula One engine and the breeding shows. The bad: there are a gazillion electronic modules throughout the car and finding the right version is a worldwide search, once you finally determine which one has gone south on you. Mine was totalled while parked on the street by a DUI driver going double the speed limit, taking out tow other cars with it. I wish I still had it.
I own a 1988 Jaguar XJS V12. It’s not perfect, definitely a driver. No rust and runs pretty good with regular maintenance and a few repairs. I have this car because 40 years ago, I had (and still have) the gray Hot Wheels one. Now I have the real life one. It was a dream car since I was 7. It’s not fast. It’s terribly thirsty. It’s super comfortable to drive, and it’s absolutely beautiful. I know it’ll break one day. It is British after all…but it’s a keeper for now.
VW Phaeton?
W12 not V12
Little nitpicky here, 12 cyl is 12 cyl and I would take my Phaeton over all of these for a more than occasional sunny day driver. Unless the Ferrari was black with tan and I have a live-in factory mechanic to keep it going. I may be the only one but I love the styling of that one inside and out. Plus Tom Cruise drove one in Rain Man. Come on.
The author specifically said V12’s in the first paragraph. W12’s can be nice, to be sure, but they do not have the cachet (or prestige, as the author suggests) of the V12, in most peoples’ minds. Perhaps if more people were familiar with the W-configuration, that might change.
Good call, but the Phaeton was a W12, so technically not eligible here! Counting all 12-cyl cars, the Phaeton could easily top this list, the resale values went shockingly low. There’s a reason for that of course: VW gremlins paired with Bentley part prices made for nightmarish maintenance bills. I sold my V8 in running condition for under 3k CAD, and was glad someone would take it.
V12 BMW for $10,000??? Waaaaa?!?! I paid $1200 for mine a few years ago, drove it from LA to NM, hitched up a Corvair, and drove it to my friends junkyard in Colorado, where I met a friend who had driven his Scout II from Maine. He hitched up a 40 year dormant Corvair wagon, and I did some suspension repairs, and we headed east! I drove the 750il a relatively reliable 15k. The starter went out a few years ago. I’ll replace it one day. Oil leaks galore, oil not changed by po for 5 years leading to very hard to change fouled lr spark plug. Power seats that twist, suspension bushings that wear out wayyyyy too quickly…
Fuel mileage was terrible, but I was driving a $1200 V12!!!
https://photos.app.goo.gl/GvSvi1TAXrpA9yvy7
We had a Jaguar 1976 XJ12, and it was the
smoothest riding car we ever had. Drove it from
PA to FL several times. Loved that car!
P.S. Just like the one in the picture.
Interesting list. I have an E31, but it’s a V8- the BMW indie shop which services it asked me to avoid the V12. I’ve also got a DB7, but I wanted a manual with the inline six- guess that all makes me a bit of a Luddite.
The Mercedes CL600 coupes could be on such a list. Very smooth, powerful engine combined with Mercedes luxury. And there are two series of cars to choose from. Both of which have depreciated tremendously.
Agreed 100%.
I have a 2002 CL600. The last of the naturally aspirated! I bought it just to have a V12. Thought I’d keep it for a year or two. That was 6 years ago. It rides like a dream and it still attracts admiring glances! I can’t bear to part with it.
I just drove home from church in my W12 Touareg when this popped up in my email. Technically NOT a V12 I guess, but a W12 (two VR6 motors Not separated at birth 😉
Yeah the BMW 850 series is the coolest to people like me in terms of looks.
I have a ’92 XJS V12 convertible. It had only 72k miles when I bought it in 2012. I’ve racked up 14k additional miles, taking it on cruises. It has been a wonderful car. The 92 – 96 group benefited from Ford’s improvements in the electrical system. These had much better connectors than the earlier ones. I do all my own maintenance and I’ve spent less than $1k on maintenance parts over the years. It’s a good one and has never left me stranded anywhere. It’s my keeper for life. Find the best one you can afford and you should have a good car.
I am the second owner of a 1996 850ci, got it for 29k, 43k miles, absolutely dream and a head turner whereever I go.