When I start fidgeting around wondering which car I should get next, my friends call it “car knitting.” Currently, I’ve got a tidy, tightly focused collection of Alfas, ranging from a 1958 Giulietta Sprint Veloce to a 1967 Duetto. All the cars are in fine fettle or approaching it. The cars that have been calling out to me are an Alfa Junior Zagato, an Austin-Healey BT7 and a Porsche 356B coupe. Here are the pluses and minuses of each: Let’s start with the Junior Z. I’ve never been particularly fond of the styling of the Junior Z; my non-car friends think […]
When I start fidgeting around wondering which car I should get next, my friends call it “car knitting.”
Currently, I’ve got a tidy, tightly focused collection of Alfas, ranging from a 1958 Giulietta Sprint Veloce to a 1967 Duetto. All the cars are in fine fettle or approaching it.
The cars that have been calling out to me are an Alfa Junior Zagato, an Austin-Healey BT7 and a Porsche 356B coupe.
Here are the pluses and minuses of each:
Let’s start with the Junior Z. I’ve never been particularly fond of the styling of the Junior Z; my non-car friends think they look like Honda CRXs. There’s nothing mechanically distinguishing about them, and they have no real race history.
They’re not particularly rare, with 1,108 of the 1,300-cc models built, and 402 of the slightly different 1,600 cc.
A reason to buy one would be that it would fit nicely with my other Alfas. The car is really the last of the carbureted Alfas, and it represents the end of an era. It’s also a Zagato, no small matter when it’s becoming hard to find anything with the trademark Z on its fenders for less than a mid-six-figure number. It also lets me keep my focus tightly concentrated on 4-cylinder Alfas from 1958 to ’72.
My concern is whether it would really provide a much different driving experience than my GTV. I know that is has a slightly different wheelbase, but nonetheless, there are more similarities than there are differences between the cars. It also is lacking a rear seat, which means there is no room for my son Bradley on touring events.
While prices are somewhat unstable, I would say these cars are in the $50,000–$65,000 price range, depending on condition and correctness. As so many of their body and trim parts are unique, there’s no sense in even looking at one that isn’t on the button, correct and complete, and ready to go.
Big Healey perhaps?
The appeal of owning an Austin-Healey is event-driven. The Golden Gate Austin Healey Club is hosting Monterey International Healey Week in Monterey in 2017. They are celebrating the 50th anniversary of the end of Big Healey production, and some think this might be the largest gathering of Healeys ever.
I owned a BT7 once before, and drove it from Portland to the Open Roads 2002 Healey International meet at Lake Tahoe. This was a celebration of the 50th anniversary of the production of the first big Healey, the 100-4. There were hundreds of Healeys in attendance.
The 3-liter, 6-cylinder Healey engine makes good sounds, and with overdrive engaged, the car cruises easily at 70 mph. I can still recall leaving Eugene, OR, at 7 a.m. in a caravan of 30 or so Healeys, It was a remarkable sight to see all the chrome wires flashing in the morning sun.
I think the real value choice in Big Healeys is the BT7 four-seater, with a vinyl dash, no center console and wind-up windows. These models are half the price of the earlier 100-4s. They are also much less than the overly ornate — to my eye — BJ8s, with their wooden dashes and complicated interiors. You can easily spend $80,000–$100,000 for a top-ranked 100-4 or BJ8, while a very tidy BT7 will set you back $45,000–$55,000.
The pluses are that the Healey provides a completely different motoring experience than my Alfas. If the Healey event is as large as expected, I’d be a part of a once-in-a-lifetime celebration of this classic English car.
The downside is that the low-revving pushrod engine and primitive suspension don’t offer near the driving pleasure that Alfas do. A recent quick drive in one brought that home clearly. I have to wonder what I would do with the car after the trip was over. This is my reality check — if it was a good day for driving a convertible, why would I choose the Healey over the Giulia Spider Veloce? I don’t have a good answer to that.
What about a 356?
And then there’s the world of 356s. I’ve learned over the years that Porsche fanatics have a passion to be reckoned with. They simply love their 356s. They love them stock, and they love them as modified outlaws. They love them restored, and they love them as Seinfeld/Serio fright pigs.
I’ve owned a few 356s, but I’ve never had a good one and taken it on an event. Both Miles Collier and Steve Serio (Porschephiles, to be sure) have counseled me that what I want is a non-sunroof 356B, perhaps with a 912 engine, and a suspension and brakes modified to make the car really work. A non-concours, non-Kardex B is a $50,000–$60,000 car, I’m told.
The 356 is iconic — and perhaps there should be one in every collection of 4-cylinder 1960s sports cars. When properly tuned, they seem to be nearly indestructible. And they can be made to go like stink.
On the distaff side, I’d be moving away from my tight Alfa focus. Further, with only a 4-speed gearbox, I’ve heard that 356s can run out of breath at 70 mph, making long road events a chore.
So there you have it. I’m looking at three very different classic cars, all at about the same price: an air-cooled Porsche, a more modern Alfa and a classic English convertible.
Should I add one of these to the collection? Or just leave well enough alone and focus on enjoying what I already have? Vote for your choice and leave comments at www.sportscarmarket.com/kmchoices. My pen is out and the checkbook is open. ♦