DRIVE LIKE A BRIT: CLASSIC BRITISH CONVERTIBLES THAT ARE PERFECT FOR SUMMER

The British Invasion wasn’t limited to rock ’n’ roll—the Brits also invaded American culture with lightweight, beautifully styled sports cars. These low-slung two seaters captured the hearts of enthusiasts in the 1950s and ’60s because they were a stark contrast to the cars from Detroit: compact, minimal chrome, and no tailfins, with an emphasis on handling rather than straight-line acceleration. Like the music of the Rolling Stones, British sports cars were rebellious, unapologetic and anti-establishment.

The collapse of the British auto industry, beginning in the 1970s, brought about a massive sea change, but many of the brands—and certainly all of the concepts—lived on under new management. It’s little surprise that British cars continue to exert a strong influence on the automotive culture and have been a cornerstone of the collector-car hobby for many of the same reasons that they were popular when new. Open-top British cars of every stripe have an unmistakable presence and their appeal can bridge generations of enthusiasts. Their popularity has translated into a thriving specialist community and an aftermarket that can supply everything needed to keep these cars on the road.

So, with an eye toward summertime open-air driving, we’ve compiled a list of convertibles from across the pond that we’d love to own. Most are affordably priced and all are distinctly British. Drop us an email with a few photos describing your favorite open-air Brit at [email protected].

1945-’49 MG TC

Price new: $1,850

Average value today: $31,500

Collectability: ★★★

Forever remembered as the car that kicked off America’s postwar infatuation with sports cars, the MG TC retains every bit of its romantic appeal nearly 80 years later. For many Americans, a TC was the first imported car they’d ever seen, and it was a shocking contrast to the big family sedans coming out of Detroit. 

One in a long line of MG Midgets that began in 1929, the TC was upgraded from its prewar cousins with a more compliant suspension and a 4-inch-wider body, while beneath its louvered hood lay a 1,250-cc, OHV four-cylinder that made 54.5 hp. Light and agile, the TC was favored by such famous American road racers as Phil Hill, John Fitch, and Denise McCluggage. 

Beginning with a trickle of six cars in 1947, TC exports to North America amounted to 2,001, or about a fifth of the total production. Since these endearing cars have an enthusiastic following around the world, the parts needed to keep them on the road aren’t hard to find. Prices have been holding steady over the past five years, as the TC’s appeal shows no signs of fading. 

—David LaChance

1959-’69 Morgan Plus 4

Price new: $2,595-$3,352

Average value today: $57,700

Collectability: ★★★

While no automaker on earth embraces tradition more than Britain’s Morgan Motor Company, evolution has played a major role in the 114-year-old company’s survival. The Plus 4 might not have looked much different from the prewar 4/4, but it contained a number of improvements, including the 2088-cc four from the Standard Vanguard, later upgraded to the more powerful four from Triumph’s TR series. 

Everything about the Plus 4 is charmingly old-school, from its separate steel chassis to its sliding-pillar front suspension to the handmade ash frame underlying its body panels. No two cars are exactly alike, especially after all these years, and successful Morgan ownership requires joining the car’s small but committed band of followers, as not all parts are readily available. 

While Morgans are still being produced, four-wheel cars have long been unavailable in the U.S., which helps drive up the values of those remaining. Figure on spending at least $40,000 to find a good one, and bear in mind that even a rough project is going to cost five figures. As Road & Track’s Peter Egan once observed, “No one ever throws a Morgan away.”

—David LaChance

1958-’61 Austin-Healey Sprite

Price new: $1,795

Average value today: $19,700

Collectability: ★★★

Donald Healey understood what would appeal to the sports car buyer of the late 1950s, and when he gave the world the Austin-Healey Sprite, he made sure that it was both affordable and fun to drive. The desire for a low price tag dictated that it would be a no-frills machine, but the factory and aftermarket suppliers made sure that buyers could add their personal touches to the cheeky little roadster. That’s still true today. 

The Sprite owed its existence to the British Motor Corporation’s parts bins—the 948-cc A-series four (upgraded to 42.5 hp with dual SU carburetors) and the four-speed gearbox came from the Austin A35, and the rack-and-pinion steering and rear axle from the Morris Minor 1000—but all the pieces meshed beautifully. The simple lines of the unit body were broken only by the fixed pods of the headlamps, which gave the Sprite the “bugeye” nickname in the U.S. 

To drive a first-generation Sprite is to enjoy the minimalist sports car experience, with its spartan cabin, 1,300-pound curb weight, and just enough horsepower to put a smile on your face. And there’s no need to worry about breaking anything, since virtually every part is available. Prices are holding steady, with some pretty nice examples available for $15,000 to $20,000.

—David LaChance

1960-’64 Daimler SP250

Price new: $3,900 

Average value today: $37,000

Collectability: ★★★★

The Daimler SP250 has a persona much bigger than its tiny production numbers would suggest, largely for what powered it and what surrounded that powerplant. This two-seat convertible highlighted Daimler’s cleverly packaged new hemi-head V-8, the twin-carbureted 2.5-liter engine making 140 hp and 155 lb-ft of torque. It rode in a ladder-style chassis with front coil springs and leaf springs, and a Girling disc brake sat behind each wheel. Enveloping the SP250’s oily bits was low-slung fiberglass coachwork that bore unique styling owing much to trends of the day. Only 1,201 left-hand-drive versions were built out of the 2,654 total, and about half of those survive. As expected, these Daimlers don’t change hands very often, but those that do are priced more reasonably than you might think. Retail book values range from around $20,000 to nearly $100,000, but real sale figures from classic.com indicate the average value is just under $37,000.

—Mark J. McCourt

1964-’67 Austin/Morris Mini-Moke

Price new: $1,270 

Average value today: $27,000

Collectability: ★★★★

The Mini-Moke was not really fit for its intended purpose, yet this tiny, niche four-seater remained in production for nearly 30 years and inspired a fresh reinterpretation you can buy in the U.S. today. This BMC product was akin to VW’s Type 181 Thing: an open utility vehicle riding on passenger car underpinnings that was designed for military use but enjoyed more popularity as a sunny-clime runabout. The Moke’s Mini-derived 34 hp, 948-cc four cylinder drove its 10-inch front wheels, limiting its tactical usefulness, but the 110-inch-long, zero-door convertible was marketed as a farm/estate work vehicle, holiday camp taxi, and more. A little over 50,000 Mini-Mokes were built in the U.K, Australia, and Portugal through 1993, and a new, vintage-looking Moke is now sold here as a fully electric Low Speed Vehicle. Classic examples are valued between $14,500 and $55,000, and as of this printing, the average sale price is just shy of $27,000.

–Mark J. McCourt

1968-’69 MG MGC

Price new: $3,335 

Average value today: $24,000

Collectability: ★★★

The MGC is a subtle classic, a rare car that’s seemingly only appreciated by those in the know. Compared to the half-million-selling MGB, the open-top MGC Tourer was made in just 4,550 copies for a global audience, with around 2,500 coming to America. Its smooth, powerful, and heavy twin-carbureted 2.9-liter inline-six engine and revised suspension gave the MGC a more relaxed demeanor than its four-cylinder sibling, and the availability of an automatic transmission—something U.S.-spec MGBs could never have—in place of the standard four-speed reinforced this car’s continental grand-touring vibe. Low production and 50-percent more power than an MGB continue to influence MGC values, with an average C Tourer costing around $10,000 more than an equivalent B. That said, the MGC remains substantially more affordable than the Austin-Healey 3000 Mk III that it replaced in the British Motor Holdings/British Leyland corporate sports car lineup.

–Mark J. McCourt

1970-’77 Triumph Stag

Price new: $5,805

Average value today: $22,900

Collectability: ★★★

Triumph’s answer to the Mercedes-Benz SL series, the Stag could have been a contender, if only its development had matched its considerable promise. Instead, the all-new, SOHC, 2,997-cc V-8 proved troublesome at the outset, with overheating and timing chain problems giving the car a black eye. Bludgeoned by warranty claims, British Leyland withdrew the Stag from the U.S. market in 1973. Despite that, these luxury GTs have maintained a strong following here, with new products and techniques developed to cure the V-8’s shortcomings. (In contrast, the car’s sinuous styling, by Giovanni Michelotti, has never needed any help.) 

Stags feature unit-body construction, with a T-bar structure tying the windshield frame to the B-pillars for additional rigidity. Underneath is a fully independent suspension, with MacPherson struts in front and semi-trailing arms at the rear; power-assisted rack-and-pinion steering and front disc brakes were standard equipment. Transmission options included a four-speed manual, with or without overdrive, and an automatic. The list of V-8-powered British roadsters is a short one, and the Stag is one of the most attainable, with sale prices averaging around $22,900. 

—David LaChance

1974-’76 Jensen Interceptor III

Price new: $25,000

Average value today: $50,000

Collectability: ★★★

With average values around $50k, the Interceptor III isn’t exactly “affordable,” for most. But, relatively speaking, nice examples can be a pretty good deal. These 440-Chrysler-powered convertibles stickered for a whopping $22,000 when introduced in ’74, or $138,000 in today’s money. They’re scarce, too, as only about were 500 produced. That’s not surprising considering how much they cost and the fact that Jensen was only building about 30 Interceptors a week.

Today, staring down that Vignale coachwork, the rich handcrafted leather upholstery and wood trim, plus the bulletproof Chrysler powertrain, you’d think these cars would command even more than they do, but they’re an acquired taste, apparently. The example pictured here sold on Hemmings Auctions in 2020 for $52,500 including fees. It had a binder full of service records, factory manuals, the original wheels plus the aftermarket units it was rolling on. It had the original steering wheel too. $50k is a lot of money but the Interceptor is a lot of car.  

—Mike McNessor

1979-’81 Triumph TR7

Price new: $8,395

Average value today: $10,000

Collectability: ★★★

It was the shape of things to come according to the TV commercials for this ill-fated sports car from equally ill-fated Triumph. Unfortunately, the things to come turned out to be complaints about shoddy build quality, breakdowns, body rust and barbs about the TR7’s wedgy, un-Triumph-like styling. Yes, it’s a late-’70s/early ’80s British car, not a Lexus, and if the styling was so bad why did so many sports cars of this era sport the same droopsnoot with hideaway headlamps? As TRs go, there were 112,368 7s built, more than any other, and the road test magazines showered them with praise when new. The fact that they were affordable factored heavily into those positive reviews. They remain affordable with nice examples trading in the $10,000-$12,000 neighborhood and driver-quality cars selling for much less. These cars deliver on twisty country roads with sharp handling, their throaty 2-liter, OHC four and five-speed manual transmission. They’re roomier than ye old Triumph roadsters of yore too. The TR7 will never be investment grade so take for what it is—an easy-to-own British sports car.  

—Mike McNessor

1991-’92 Lotus Elan

Price new: $40,000

Average value today: $15,000

Collectibility: ★★

The original, 1960s-’70s Elan, was once an inexpensive vintage sports car, but average prices are now around $40,000 and projects are bringing upwards of $20k. Fortunately there’s a modern version of the Elan that’s far cheaper. It looks like the original, it’s based on a nimble rear-wheel-drive chassis and it’s one of the most reliable, fun-to-drive sports cars ever made. It’s called the Miata—and Lotus clearly inspired it but didn’t build it. What Lotus did build was a front-wheel-drive convertible with a fiberglass body powered by an Isuzu engine that very few people bought. The primary reason was that it cost $40,000 when it arrived here in 1990 as a ’91 model—a couple thousand more than a Corvette. Today, these M100 Elans are a pretty good buy. They come up for sale surprisingly often too considering that 3,855 were built from 1989-’92 and fewer than 600 were sold in the U.S.  

—Mike McNessor

1997-2005 Jaguar XK8

Price new: $69,900-$75,495

Average value today: $7,500

Collectability: ★★

While based on the floorpan of the circa-1975 XJ-S, the new-for-1997 XK8 was a revolution for Jaguar that combined E-type-nod styling, a powerful engine, and a luxurious interior. In drop-top form, the XK8 was a must-have fashion statement that backed up its slinky looks with a comfortable and well-appointed interior (up front; tiny rear seats were best for packages and pets) and roomy trunk, a finely tuned suspension, and a DOHC aluminum V-8 mated to a smooth five-speed ZF automatic. Early models used a 290-hp, 4.0-liter unit, while 2003-up examples got a 300-hp 4.2 liter. The XK8 convertible was the most popular of all XK variants with nearly 47,000 examples built, so they’re plentiful on the used-car market. Value guides show depreciation has hit the once-pricey XK8 hard, with retail figures currently in the $4,000 to $9,000 range. Classic.com concurs, showing an average sale price (including both body styles) of just under $13,000. 

—Mark J. McCourt

2002-’08 Mini Cooper And Cooper S

Price new: $26,500/$28,800

Average value today: $5,200/$6,000

Collectability: ★★

BMW launched its all-new, (Oxford, England built) MINI Cooper in 2002, but the open-air version didn’t arrive until ’05. The R52 (the convertible’s internal designation) stuck around with updates for three more model years, while its hatchback stablemate underwent a redesign for ’07. The MINI’s convertible top was big on features: all-power operation with automatic latches; a retracting function that slid it back 15¾ inches, like a sunroof; the top could go from closed to fully open in 15 seconds while the side windows lowered automatically; and it could be raised or lowered from outside the car. All of this hands-free operation was accomplished via an array of sensors, microswitches, and electronic bits that can be problematic today. MINIs of this generation suffered too from transmission issues, power steering failures, and a host of other gremlins. What the MINI has in its corner, however, is a huge fan base and specialists who’ve sorted out many of the car’s known issues. These cars are a whole lot of fun to drive, the styling has held up and today they’re available at rock-bottom prices. 

—Mike McNessor

The post Drive Like A Brit: Classic British Convertibles That Are Perfect For Summer appeared first on The Online Automotive Marketplace.

2024-06-28T21:04:59Z dg43tfdfdgfd