Porsche Carrera GT

// £550,000–£650,000

Back when hypercars were scary Stalling in front of your fans

This is a very Harris kind of motor, not least because you need supernatural car control and titanium-plated cojones to get the best out of it. We know of one ex-owner – a highly accomplished endurance racing driver – who sufered oil surge as his CGT crested Eau Rouge at Spa, lost it, and somehow managed not to have an enormous shunt. He may still be sufering PTSD, though. Then there was the journalist who booted it on a – dry – autobahn on-ramp, and was less fortunate.

The CGT rose Phoenix-like from various Porsche competition programmes rooted in Weissach’s Eighties F1 adventures, which surely accounts for its addictively unforgiving character. Its race-bred n/a 68º V10 gained bigger pistons and grew 200cc to 5.7 litres, and was harnessed to a six-speed manual whose carbon clutch was a mere 6.65 inches in diameter and had an action so savage it made an alligator look like a sloth with lock-jaw. (The trick is to release the clutch fully before applying any throttle.) The CGT also did without stability control.

Part of the early Noughties hypercar wave that also brought us the Ferrari Enzo, McMerc SLR and the Pagani Zonda, the CGT’s 612bhp might look a little sub-par 14 years on, in light of the horsepower escalation war. But typically, Porsche was on the money. It weighs just 1,250kg – the carbon monocoque is only 100kg – and its throttle sensitivity and thunderous appetite for revs elevates it above its peers, then and now. A Porsche, with F1/LMP1 tech pumping through its veins, powered by a nat-asp V10 hooked up to a 6spd manual gearbox? This is a no-brainer, surely. Added to which, in a world gone mad when it comes to Porsche values – the 911R is making £350–400k, the 4.0-litre n/a GT3 RS anywhere between £350 and £500k – perhaps £600k for a Carrera GT represents, gulp, value for money.

But the initial outlay is just the start…

One we found... Porsche made 1270 CGTs, not all of which have survived... Most are POA but reckon on £600k–650k. We found a 10k-mile car for £549,990.

Ferrari 456 GT // £40,000–£90,000

Who can resist the siren call of a Ferrari V12? The 456 GT is the cheapest way into a V12 Fezza, and we found one for £39,995. Does it come with a health warning? TG’s tame marque expert Roberto Grimaldi thinks not. “The V12 is actually a very robust unit. Yes, there’s more of everything to stay on top of, but if it’s been maintained properly, it shouldn’t bankrupt you. The problems start when the short list of niggly issues becomes a long list.” Leaking rear shock absorbers, airbag ECUs, and faulty cabin electrics all fall into that category. And parts can be eye-watering.

Audi R8 V8 manual // £37,000–£65,000

You forgot that the original R8 arrived with a 4.2-litre V8 and a gated 6spd manual ’box, didn’t you? It remains one of the loveliest cars Audi has ever made: as well as featuring all the trad build quality virtues, the R8 managed to ride and steer with the suppleness and nuance of an enlarged Lotus Elise. Watch for leaks on the magnetic dampers, which cost around £600 per corner to replace. The front brakes can warp. R8s drink a lot of oil (a litre per 1k miles). And that swoopy nose is prone to stone chips, so make sure corrective cosmetic work has been done properly.

Honda NSX // £40,000–£90,000

Birthed in the era when Honda ruled F1 and had Ayrton Senna on speed dial, the NSX still shines technologically. The chassis, suspension and seat frames are all in aluminium, as is the block in that evergreen 272bhp, 3.0litre V6, which punches hard to the 8,000rpm red line. Feted at the time as the ‘friendly’ supercar, this meant it started first time, and its gearbox oil didn’t need an aeon to warm up. But unless you’re possessed with the spirit of Senna, beware the NSX’s propensity for snap oversteer. Eats rear tyres, but otherwise cost-effective.