When you hear the words ‘classic car’ you’re mind drifts away typically to think about iconic models from yesteryear like Silver Birch Aston Martin DB5s, jaw-dropping E-Type Jaguars and mid-century Ferraris.
Vehicles that probably don’t jump into your head are Peugeot 309s, Renault Espace MPVs or Seat Ibizas.
But these cars will all earn classic status this year.
That’s because the earliest iterations sold in the UK are turning 40 this year, having first entered the road in 1985.
Reaching the ‘life begins at‘ milestone automatically qualifies motors for ‘historic vehicle’ status. As such, it means owners don’t have to pay car tax, put their vehicle through an MOT and are exempt from inner-city clean air zones, like London’s ULEZ.
But does becoming a historic vehicle make a car a bona fide classic? We take a look at 10 models that debuted in Britain in 1985 and say if they’re collectable or regrettable.
The Alfa Romeo 75, launched in the car maker’s 75th anniversary year, was the last Alfa Romeo under Italian Government ownership before Fiat bought the brand in 1986
1. Alfa Romeo 75 (1985-1992)
The Italian marque introduced the 75 in Alfa Romeo’s 75th anniversary year, hence the name, as a replacement for the Giulietta.
It was the motor company’s last rear-drive saloon car until the Giulia in showrooms today arrived in 2016 and the final Alfa Romeo launched before Fiat bought the brand from the Italian Government in 1986.
Like the Alfetta, Alfa Six and Giulietta it succeeded, the 75 used a transaxle (which combines both the transmission and a differential into one unit to save weight and space) meaning it had near perfect 50:50 weight distribution. While models with Alfa’s much-adored V6 engine are seen the epitome, the 2.0-litre Twin Spark versions are arguably better to drive.
The 75 also boasted a few oddball features, not least its U-shaped handbrake and having some switchgear located above the driver’s head in the roof.
The 75 certainly sits in the collectable bracket, though there is a major issue – trying to find a 75 in good order that hasn’t been molested or trashed within an inch of its life is near impossible. For the Sherlock Holmes’ of the car collector world, find a pristine V6 and it will set you back around £16,000, says insurer Hagerty.
The Bentley Turbo R arrived in 1985 and wowed drivers with its impressive dynamics and ability to clear their bank balances with its thirsty 6.8-litre V8 engine
2. Bentley Turbo R (1985-1997)
The Turbo R came at a time when Bentley was trying to forge its own way in the market while under the ownership of Rolls-Royce, which lasted until 1998.
It first started out life as the Mulsanne Turbo, debuting in 1982. This used a 6.8-litre V8 engine was a Garrett turbocharger increasing power by 50 per cent to 300bhp.
In 1985, an update saw the name Turbo R launch. The addition of fuel injection boosted power by 30bhp, while chassis upgrades included stiffer suspension to transform a souped-up bulky limo into a genuinely dynamic driver’s car.
While unquestionably a collectable classic today, the Turbo R’s quality and performance isn’t matched by steep prices. In fact, it’s a relatively affordable option, with even low-mileage, museum-condition examples costing no more than £25,000 today, Hagerty says.
What you save in low purchase price you will quickly lose in fuel bills if you drive it often, though, with a Turbo R returning an eye-watering 14mpg.
The original BMW M5 – the E28 series – arrived in the UK in 1985. It instantly became the fastest four-door car on sale in Britain and boasted more power than a Ferrari
3. BMW (E28) M5 (1985-1988)
There’s no doubting this entry is a certified classic.
Launched in 1985, the E28 M5 was BMW’s first M-car version of the 5 Series executive saloon.
When it arrived in Britain, it was the fastest four-door motor you could buy. Boasting a top speed of 156mph, even the most potent performance cars of the era would struggle to keep up with the German thoroughbred.
Its six-cylinder, 24-valve, 286bhp engine was lifted from the M1 supercar. As such, this family saloon boasted more grunt than Ferrari’s then-current 328.
It set a precedent for the M5 legacy that would follow, with the existing model’s bloodline traced back to the E28.
Today’s market for original M5s commands prices of between £17,000 to £72,000, depending on condition.
Ford’s Series 1 Escort RS Turbo, which hit UK roads in 1985, is undeniably a modern classic. But the sale price of the most famous example ever has inflated values for this Fast Ford…
4. Ford Escort RS Turbo (1985-1990)
Ford’s Escort RS Turbo was born during the ‘homologation’ era – when car makers were producing a limited number of high-performance road models for which they could modify and tune to compete on the competition stage.
Mechanically, the RS Turbo retained the best features from the XR3i and RS1600i on which it was based.
The addition of a Garrett T3 turbocharger increased the potency of the 1.6-litre engine to 132bhp – be it with a traditionally 1980s laggy turbo response – and a claimed top speed of 125mph.
Styling changes included unique seven-spoke RS alloy wheels and a more aggressive bodykit with aerodynamic additions that turned the Escort into a boy racer’s dream motor.
The Series 1 was produced only for a year before the Series 2 came along.
Ford initially planned to build 5,000 RS Turbos – the minimum requirement for homologation to Group A racing rules. However, a total of 8,604 were built due to increased demand. And almost all were finished in Diamond White.
Fast Fords of this era are now in incredible demand and the Escort RS Turbo Series 1 is undeniably a collector’s item.
Classic values for this car have been somewhat muddied by the record price paid for the most famous of the 8,604 created; the one-off S1 black example delivered to Princess Diana, which sold for a staggering £650,000 in August 2022.
The Peugeot 309 was not just designed in Britain, right-hand-drive examples were also produced in the UK
5. Peugeot 309 (1985-1993)
It might carry a French Peugeot badge, but the 309 was born in the UK. That’s because it was designed at the company’s studio in Whitley, now the headquarters and engineering centre for Jaguar Land Rover.
It was originally penned to be a Talbot but shortly before it was due to debut parent group Peugeot decided to rebrand it as its own.
It used an extended version of the platform underpinning the legendary 205 and while left-hand-drive examples were produced in France, those with the steering wheel on the right for the UK market were built at the Ryton plant near Coventry.
The first 309 for the British market rolled off the production line in October 1985, though sales didn’t officially start until the beginning of 1986.
A performance GTi variant arrived in 1987 using the same 128bhp 1.9-litre four-cylinder engine from the 205 hot hatch. While it never received the same plaudits as its smaller sibling, some believe it was the better all-round motor.
A Peugeot 309 UK owner’s club page on Facebook has over 2,200 members, suggesting there is a small hub of enthusiast keepers. Though we wouldn’t go as far as calling this a collectable classic.
The 944 was Porsche’s entry model in the 1980s. The Turbo version arrived in 1985 and has become something of a collector’s item of late
6. Porsche 944 Turbo (1985-1990)
The 944 was one of Porsche’s best-selling models throughout the 1980s.
With its pop-up headlights, unique design to the flagship 911 and more affordable entry price, it was considered the ideal entry into Porsche ownership.
First launched in 1982, and based on a successful Le Mans prototype, the 944 was the third Porsche to feature a transaxle setup with a front-mounted engine and rear-axle transmission using the same five-speed gearbox from the 911.
In January 1985, the Turbo variant was unleashed. It went on sale in the UK from November the same year.
Under the bonnet was a 2.5-liter engine with four cylinders. Attached was the turbocharger carried over from the 911 Turbo.
It offered 220bhp, while the Turbo S was uprated to 250bhp. Both also had Brembo brakes pinched from the 911 assembly line.
Values for these cars had for years remained low but a fresh wave of nostalgic drivers have hauled market prices higher. Expect to pay £31,000 if you want an example of this now very collectable eighties Porsche.
When the Espace I arrived on Britain’s roads in 1985, it was like nothing else on the market. Five generations followed and it is still considered today the Daddy of MPVs
7. Renault Espace (1985-1991)
Widely considered the Daddy of MPVs, Renault’s Espace was a decade in the making before it eventually arrived on UK roads in 1985.
It was originally conceived in the 1970s by British designer Fergus Pollock, who was working for Chrysler UK at the design centre at Whitley in Coventry (where the Peugeot 309 was also penned).
The multi-purpose vehicle featured a fibreglass body based on a galvanized steel spaceframe. The engine – originally petrol and later followed by diesel options – was positioned as far forward as possible to maximise interior space, making the vehicle very nose heavy.
It offered a high level of flexibility with interchangeable and removable seats. The two front seats could swivel 180 degrees and the five back seats could – unlike any other car before it – be individually removed to tailor the cabin for increase passenger or luggage capacity depending on the need.
Its large, box-shaped windows allowed for plenty of light into the cabin to make it feel even roomier and it was marketed as the perfect motor for large families.
Not that this originally worked. In the first month on sale, legend has it that just nine were sold. But it would go on to cement itself as the pinnacle MPV, with six generations in total.
Is it a collectable model? Probably not. Is the mk1 version rare? Absolutely.
The Saab 9000 was the fruit of a joint venture with Fiat and Lancia, which also born the Croma and Thema respectively. The Italian sister models were far less popular than the Swede
8. Saab 9000 (1985-1998)
The 9000 was born out of Saabs collaboration with Fiat and Lancia to create three sister models. But the joint venture had varying results for the brands.
While Fiat’s Croma and Lancia’s Thema were relatively unsuccessful, the 9000 was such a hit that it remained in production for over a decade.
It made its debut in the UK in 1985 as a five-door turbocharged 2.0-litre executive hatch. A non-turbo 2.0-litre 136bhp variated arrived a year later before saloon models emerged in 1988.
While it remained in production until 1998, the 9000 went through various upgrades.
At the turn of the 1990s, there were chassis upgrades, including better suspension, and the addition of anti-lock brakes as standard, boosting the safety credentials of the Swedish family motor. A flagship Carlsson variant was added with a 220bhp…
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