15 Fun, Affordable Cars That Aren't Likely to Depreciate (2024)

We know, we know, you have a friend who swears that the pricing bubble on the desirable "G-Body" Porsche 911 is about to burst. We can hear them now: "Why buy in now when you could wait it out, after the values tank?" We respectfully disagree. The 911 is the collector car that should beat all odds and continue to appreciate—after all, that's the trend in general for old Porsches. The ideal choice is a 1987 to 1989 model, with the newer, better-shifting transmission. That said, you can't really go wrong; a properly sorted earlier car shifts well enough, too, and it still looks the business. Buy the best, newest one you can afford (with service history!).

Japanese cars from the 1980s and 1990s should absolutely have a place on any collector's list, and the lightweight, twin-turbocharged RX-7 should top that grouping. It is fast, nimble, beautiful, and appreciating in value. In fact, it's a good thing the RX-7 seems likely to accrue value faster than any costs you might incur owning one. For example, its hot rotary engine (here's an explainer on that oddball tech) will need to be obsessively maintained to keep it from going kaboom. And the engine's thirst for fuel won't do great things for your wallet.

Really, any old-school Toyota Land Cruiser could make this list, from the early FJ40 that your parents probably know about to the FZJ100 that they might actually own (it was sold as recently as 2007). But the one to get, if you can find it, is a good FZJ80, which was sold from 1993 to 1997. With tough solid axles, an available trio of locking differentials, and an utterly bulletproof 4.5-liter inline-six engine, the '80 was every bit as unstoppable as its predecessors. Plus it had a little bit of luxury roped in, too.

Yes, the first-generation MR2s sold from 1984 to 1989 are awesome cars. But in more than a few ways, the later MR2 Turbo was like the much more exotic Lotus Esprit, only more reliable and available to those on a budget. The Toyota's bombproof turbocharged 2.0-liter 3S-GTE engine responds extremely well to tuning, and the MR2 looks like a proper sports car. In a perfect world, you'd find a 1994 or 1995 model but settle for a 1993 as needed, and you'd see if you could find a unicorn without the available T-tops to maximize your investment. Prices have been slowly creeping up, but it'd be a mistake to think these sports cars have climbed as high as they're going to go.

While pricing of its solid-bodied M coupe sibling has climbed toward the stratosphere, the Z3-based BMW M roadster can still be had for less than $20,000. Like the M coupe, the roadster received BMW's S54 inline-six engine midway through 2001. The upgraded engine imbued the car with 315 horsepower, individual throttle bodies, and a wonderful 8000-rpm redline. What's not to love?

The E46-generation BMW M3 was only available as a two door, but the real reason it's coveted is that it is the last M3 with a naturally aspirated inline-six—BMW's engine layout of choice—and without complex electronics and adjustable settings for the powertrain, suspension, steering, and more. Values have been slowly climbing since BMW's M division began introducing forced induction, automatic transmissions, and other affronts to purists' delicate sensibilities to its wares. The E46-generation M3 is an old-school Bimmer, with a 333-hp inline-six that redlines at 8000 rpm. It is still a riot to drive today, and, being an M3, it's practical enough to be your only car, if need be. These were available new with heated leather seating, automatic climate control, and fancy audio systems.

With the second-generation Acura Integra's track-focused Type R variant having appreciated stratospherically into Porsche territory (this one just sold for $65,500 plus buyer fees), the one-step-down GS-R suddenly seems like a steal. With 25 horsepower less than the Type R (170 instead of 195), the GS-R still moves right along, and its Honda VTEC–equipped 1.8-liter engine revs to 8000 rpm. Pro tip: It doesn't take rocket science to transform your GS-R into a Type R clone, although, if you're into practicality, you can have the GS-R in sedan trim (the Type R was coupe only). You can find GS-Rs for a couple thousand dollars (how's that for savings relative to a Type R?), but the real trick is finding one that hasn't been shoddily modified or eviscerated by rust.

Finding an unmolested Mitsubishi Lancer Evo IX (that's Evo Nine to the uninitiated) is no small feat, but if you can, you probably should buy it. Skip any that have been fortified with insane turbos, big wheels, and the like. What makes the Evolution IX appealing in standard guise is that it adds Mitsubishi's variable valve timing (MIVEC) to the already stout 4G63 four-cylinder engine from the Evolution VIII, as well as a slightly peppier turbocharger and sleeker bumpers. That powertrain blends well with the compact sedan's aircraft-size rear wing, incredible steering response, and rally-car spirit.

Simple, beautiful, reliable, and fast. We could stop there when describing the Honda S2000, but maybe the most compelling argument for the sports car is that it drives like a Mazda Miata with an extra 100 horsepower and a 9000-rpm redline. Prices have been climbing steadily, but you can be sure they'll continue to do so for some time. Act fast, though. Buying an early car (any 2000 to 2003 model) gets you quicker steering and that sky-high-rpm redline, but the smart buy is a 2004 or later iterations, which benefit from more usable low-rpm torque and a better soft top.

It seems only logical that we include a Nissan among this list's cadre of 1990s-era Japanese sports cars, the Mazda RX-7 and the Toyota MR-2. The 300ZX Twin Turbo was Nissan's high-tech play at the time, and it featured an adjustable suspension (driver-selectable from the co*ckpit), four-wheel steering, and twin turbochargers with twin intercoolers. It also was one of the first mainstream cars developed using computer-aided design (CAD). You can pick one up for around $10,000 to $15,000. Nonturbo models, though less desirable, are also significantly less expensive and look pretty much the same.

A very clean second-generation (B7) Audi RS4 will set you back $30,000, but just think: You're buying a relatively modern sports sedan with luxurious seating for five, all-wheel drive, and a 420-hp V-8 that revs to 8250 rpm. Unlike many of the B7's modern counterparts, its engine isn't muffled by forced induction, so it sounds amazing. The RS4 also has a six-speed manual transmission, notable given how third pedals are fading fast from today's high-performance sedans. If you think anyone's going to be making a car like this again, think again. The RS4 was raw, un-Audi-like, and had great steering feel and a communicative chassis.

The original Ford Broncos built from 1966 to 1977 are too hot to touch these days, but a rising tide lifts all ships—meaning that later models and their values are showing some promise. In 1978, Ford pivoted the Bronco from a compact SUV to a much larger, truck-based rig, and regardless of which of these second-generation Broncos you choose, they're reliable, robust, fun, and, if you buy right, not likely to depreciate. (We've outlined the model's history here.) While 1978 and 1979 models look a little cooler, the 1980 to 1986 models are more affordable. With the new Bronco on its way, grab one of these before interest skyrockets.

While the TJ Wrangler—the first ever Wrangler model with round headlights—was produced from 1997 to 2006 and is extremely common, the Unlimited version is decidedly rare. Dubbed the Long Jeep, or LJ for short, the Unlimited was only built for three model years at the end of the TJ's life cycle. It was 10 inches longer than the regular Wrangler, but unlike every Unlimited model since, it still only had two doors. The extra size translated into a more comfortable interior and more cargo space behind the rear seats. The vaunted Dana 44 rear axle was included on every LJ, but if you really want to source the hen's tooth of the bunch, you'll need to find an LJ Wrangler Rubicon, built in 2005 and 2006, which also got a Dana 44 front axle and standard locking differentials. Prices are climbing slowly, with Rubicon LJs costing as much as $25,000 or more, but their values never really bottomed out. These things have been trading in the $15,000 to $20,000 space since they were new.

With its 280-hp turbocharged 4.3-liter V-6, the Chevrolet S-10–based GMC Syclone was the quickest pickup truck you could buy in 1991. When GMC installed the same kit in the Chevy Blazer–based Typhoon SUV for the 1992 and 1993 model years, it created the then quickest SUV you could buy. What a run! Anyway, you can't really go wrong with either turbocharged, all-wheel-drive GMC. The Syclone needed just 4.3 seconds to hit 60 mph, quick even by today's standards, let alone for a pickup. And it was, um, a pickup. In 1991. Prices are trending upward, but a good one can still be had for less than $10,000 with a careful search.