As we leave this year’s Melbourne Cup in the mirror and ignore wailing from those desperate for an interest-rate cut, has much in the market for older vehicles really changed?
Most notable was the announcement a year ago that specialist insurance giant Shannons would no longer conduct its once prolific car auctions.
This left space for the emergence of online newcomers Collecting Cars and Trading Garage, while Melbourne-based Donington Auctions cemented itself as a major classic market player.
To these we add ongoing contributions from several other auction houses, meaning there are plenty of places to visit if you feel the need to sell or compete for ownership of an interesting vehicle.
Lloyds distinguished itself early in the year by setting a record that very likely will not be bettered for many years. Sadly, the $11 million wasn’t spent on a rare or evocative motor vehicle, but instead the right to display number plate ‘NSW 1’.
Another plate, formerly owned by multiple Bathurst and Touring Car title winner Dick Johnson, was bid to $1 million, then Collecting Cars chimed in with $905,000 for NSW ‘100’. There is money around, just not a lot of it is being spent on cars.
The best confirmed sale we saw was $750,000 for a vintage Bugatti at Donington. It was a long way ahead of the $365,000 realised on Collecting Cars late in the year for a Nissan GTR V-Spec; that car just edging out another R35 which made $310,000.
Since the massive panic some years back to acquire ‘last-ever’ HSV products, things have gone badly for cars that may have been tucked away in anticipation of rapid gain.
Some retail sellers have sat for several years, on a selection of late-series HSVs. Most are cars listed at less than $150,000 when new, but now carry prices above $300,000.
During October, one patient vendor relented and offered a GTSR W1 – of which just 275 sold new for $169,990 – through Collecting Cars. It showed just 32 kilometres and the price accepted was $340,000, so a decent result but not what some speculators may have hoped for.
Activity amongst the earlier Holdens, Fords and other popular brands has been brisk, with quality cars defying the doomsayers to deliver impressive prices.
The ones to bring remarkable money were in general exceptional, with outstanding history and minimal distances travelled. Some emerged after decades in museums or private collections, with several having remained in the same families for decades.
Few VL Walkinshaw Commodores have remained hidden for almost 40 years, but Burns & Co found one and at their August auction sold it for $227,000. That wasn’t a record but solid money in a quiet market for a car that had cost its vendor around $40,000.
No one was sure how much the HQ GTS350 coupe offered as part of the Echuca Holden Museum clearance had cost originally, but when the battle to own this desirable car ended, it had reached $315,000 and set a record for HQ Monaros that is likely to stand for some time.
This year’s market was notable for its lack of significant ‘barn finds’ or cars formerly owned by Peter Brock. One that did claim some celebrity was the big black prime mover that appeared in a Mad Max movie epic and was sold by Lloyds in October for only $30,500. It will probably find itself on display at some tourist attraction.
Auctions aren’t the only places to find interesting cars and specialist retailers have reacted swiftly to a changing and challenging market.
Quality stock available cheaply at auction, deceased estate vehicles and cars that owners have struggled to move privately are all being offered at prices well below the levels to which similar models have soared during COVID-19.
Acknowledged classics such as E-Type Jaguars and early Porsche 911s are down by as much as $100,000 on 2022 values but will rise again. Dealer advertisements also include plenty of interesting entry-level stock at $15-40,000.
If money in your account still isn’t delivering returns that make your heart sing, then perhaps swapping some of it for a piece of four-wheeled history before the holidays might help.
Wishing all Unique Cars readers a terrific Christmas and absorbing 2025.
AUSTIN-HEALEY 100-3000 1953-67
Donald Healey was a smart man, but Leonard Lord who ran the Austin Motor Company was smarter. In 1952, when Healey debuted his stunning Healey 100 at the London Motor Show, it took Lord no time at all inking a deal to badge the cars as Austins and market them worldwide.
Healey up to that time had built around 1060 cars, including 400 in partnership with USA manufacturer Nash. By mid-1956 when the pioneering 100/4 roadster was replaced by an Austin-powered 100/6, the partnership between Austin and Healey had produced around 14,700 cars including 50 of the 100S (Sebring) competition version.
Even with only 67kW in 100/4 form, the ‘big Healey’ would reach 165km/h, sat low and looked good. Americans who couldn’t quite afford an XK Jaguar loved it.
Moving from four to six cylinders was more a matter of convenience for Austin than any great benefit to the Healey. The 100/6 versions were longer and heavier, but the six-cylinder engine was slightly smaller than the four it replaced and produced only 8kW of extra power. Torque improved but acceleration 0-97km/h was a second slower.
The year 1959 brought an enlarged engine and change of designation from 100/6 to 3000. The revised Healey was a much improved car with 92kW, overdrive and front-wheel disc brakes. Space behind the main pair of seats was enhanced sufficiently to accommodate a couple of adult passengers over short distances.
Production of the 3000 continued until 1967, by which time a triple-carburettor version of the 2912cc engine was delivering 110kW and top speed had reached 200km/h.
Healey 3000s were listed locally as Price On Application, but based on UK values a locally delivered car would have cost $4800-5000, or more than twice the price of the smaller Healey Sprite.
That said, plenty of Healey 3000s have become available to Australian buyers. At times, availability would match the numbers of 1004-100/6 cars which had sold in volume here.
Some of our Big Healeys will have been delivered new to left-hand drive markets, so buyers are wise to have any they are considering checked for authenticity.
The 100/4 values surged dramatically from 2016-20 and carried that strength into the COVID-19 period. Demand during subsequent years has diminished and typical cars costing $55-65,000 are back at pre-2016 levels. Cheapest of the six-cylinder cars will be 100/6s and pre-1964 versions of the 3000. These rarely poke their noses above $100,000 and most will sell at less than $70,000.
More costly and most capable of exceeding $120,000 are late-series 3000 Mark 3s and the 100M – Modified – four-cylinder cars with their 82kW engines and leather bonnet straps.
HOW THE PRICES MOVED
2010
100/4 1953-56: $18,500-$36,000-$52,500
100/6 1956-59: $20,000-$42,500-$59,000
3000 MK 1-2 1959-64: $22,000-$52,000-$72,000
3000 MK 3 1964-67: $24,000-$62,000-$82,000
2015
100/4 1953-56: $21,500-$48,000-$65,000
100/6 1956-59: $20,000-$50,000-$68,000
3000 MK 1-2 1959-64: $22,000-$57,000-$85,000
3000 MK 3 1964-67: $24,000-$62,000-$90,000
2022
100/4 1953-56: $31,500-$75,000-$112,000
100/6 1957-59: $27,000-$62,000-$88,000
3000 MK 1-2 1960-63: $30,000-$72,000-$100,000
3000 MK 3 1963-67: $35,000-$82,000-$120,000
2024
100/4 1953-56: $29,500-$62,000-$90,000
100M 1954-56: I/D-$90,000-$140,000
100/6 1957-59: $27,000-$53,000-$80,000
3000 MK 1-2 1960-63: $27,000-$65,000-$95,000
3000 MK 3 1964-67: $35,000-$78,000-$110,000
CHRYSLER CHARGER VH-CL 1971-78
Fifty years ago it was quite permissible – even fashionable – to thrust a couple of fingers in the direction of an approaching car, while at the same time bellowing `Hey Charger.’
One of this country’s most successful marketing campaigns was devised in 1971 around that catchcry, to welcome Chrysler’s new short-wheelbase coupe.
Basic Chargers came with 3.5-litre engines and a column-shift three-speed manual gearchange. At $2795 they were affordable, but not a lot of people wanted a basic Charger.
More popular were XL versions, with a 4.0- or optional 4.3-litre engine, floor-shift manual or automatic transmission.
Above the XL sat an almost luxurious 770 with the 5.2-litre `Fireball’ V8 or 4.3-litre `six’. Automatic transmission was standard, with four-speed manual available but rare. As a V8 automatic the 770 cost $4035, pitching it directly at Holden’s 5.0-litre Monaro GTS.
The 770s came standard with generous layers of sound deadening, cabin carpets, an alloy-spoked steering wheel, clock, pressed steel sports wheels and vinyl body accents. Radial-ply tyres and heavier front torsion bars combined to help the 770 ride and handle a little better than cheaper Charger models.
The VJ Charger that appeared in 1973 and as fuel prices rose, brought in electronic ignition to help improve economy. Two years later when the VK 770 model arrived it included a `Fuel Pacer’ – a blinking red light mounted on the driver’s side front mudguard that delivered an electronic warning, when drivers trod too heavily on the throttle.
By 1976, Chrysler was in trouble and about to rely on the Japanese-designed Sigma for survival. The 770s were the only Chargers remaining in a trimmed down CL Valiant range, with engine choices the 4.0- and 4.3-litre Hemi six or 5.2-litre V8. Until late 1976, the 5.9-litre V8 had also been available.
Among the last Chargers produced was a limited run of cars with Drifter striping, derived from the short-lived panel van. It’s believed but not confirmed, that 150 Charger Drifters were built and all used 4.3-litre engines.
Values of mainstream Chargers – excluding the single- and triple-carburettor R/T versions – increased steadily from 1995-2018 before taking a spectacular turn. In some cases , 770 and manual XLs would double in price before the COVID-19 pandemic ended.
Basic cars during this period could exceed $50,000, with 265-engined XLs reaching $70,000 and the best 770s
heading for $100,000.
Values since then have declined, but there has also been fewer cars in the market. Vendors may just be waiting for better times before trying again.
HOW THE PRICES HAVE MOVED
2010
VH-VJ Charger 215/245 1971-75: $3000-$7500-$12,500
VH-VK Charger/Charger XL 1971-76: $3500-$9500-$15,500
VH-CL Charger 770 4.3 1971-78: $5500-$15,000-$22,000
VH-CL Charger 770 V8 1971-78: $6500-$17,500-$24,500
2015
VH-VK Charger 215/245 1971-75: $3000-$9000-$14,500
VH-VK Charger XL 1971-76: $3800-$11,500-$18,000
VH-CL Charger 770 4.3 1971-78: $5500-$19,000-$30,000
VH-CL Charger 770 V8 1971-78: $6500-$22,500-$33,000
2024
VH-VK Charger 1971-75: $21,500-$47,000-$62,000
VH-VK Charger XL 1971-76: $24,000-$52,000-$70,000
VH-CL Charger 770 4.3 1971-78: $30,000-$55,000-$75,000
VH-VK Charger 770 V8 1973-76: $36,000-$67,500-$90,000
CL Charger 770 V8 1976-78: $36,000-$64,500-$85,000
FIFTIES FAMILY FARE
Next time you trawl the Internet for nothing in particular, find a photo of 1950s Sydney or Melbourne traffic. Zoom it up as large as your screen will allow and then start trying to identify all the different cars doing the peak-hour crawl.
Okay, half of them will probably be Holdens, but dotted between the FJs and FCs will be a range of other types and models, most of which are rarely seen today.
Australia, by the late 1950s had warmly embraced the family car. At a time when the average family unit included three or more children, typical family transport had six cylinders and seating for six as well. Those needing to carry more bought a VW Kombi.
Cars sold here were invariably built here as well, to benefit from the tax advantages accompanying high levels of local content. Panels, engines, suspension and transmissions usually arrived in crates but trim, electrical items, tyres, paint and labour were all locally sourced.
If the cars in our Fifties Family Fare look similar, then blame automotive fashion trends of the time. Windows were small and curved, headlamps came with eyebrows and cars that hadn’t been designed with fashionable fins could have them tacked on later.
All of our choices are six-cylinder versions but some cars came with four-cylinder alternatives and one had a V8. The engines ranged in size from 2.2 to 4.1 litres, yet all delivered decent performance and ensured the fifties family cruiser chosen wouldn’t be struggling along the motorway in the slow lane.
Buying any of these as family transport maybe isn’t a great idea unless a previous owner has spent big on seat belts. Not even front belts were compulsory before 1966 and earlier models won’t even have mountings, so fitting them front and rear could be expensive.
Holden FE/FC
The year 1956 brought a brand-new shape and enhanced opportunities for Holden. The FE range was lower and longer than the 1930s-influenced FJ, with more power and performance even though major mechanical components hadn’t changed.
Holden suspension still used rudimentary leaf springs at the rear but had telescopic shock absorbers, so body roll was reduced. The FE and FC were heavier though than the FJ, helping explain why people who raced early Holdens usually stuck with pre-FE models.
When the FC arrived in 1958, Special versions were decorated at the rear with tiny, chromed fins and along the sides with stainless-steel trim that separated the colours on two-tone cars.
It took time for the classic market to become interested in FE/FC model Holdens and for years they remained cheaper than 48/215s, FJs or EHs.
Even today, an FC will typically sell for more than an FE in the same condition and some will have been modified with later engines and disc brakes. An FC Special in outstanding, unmodified condition did reach $65,000 when auctioned in 2022 and that likely is a record price. If you choose a Holden as your fifties classic, perhaps go for the versatile station wagon which can visit car shows on the weekend and be a family carry-all at other times.
Ford Zephyr/Zodiac
Ford’s UK-sourced saloon did well in an Australian market that saw it as more sophisticated and sportier than the Holden. Ford’s Mark 2 Zephyr arrived here in 1956 and immediately went head-to-head with Holden’s restyled FE/FC then the later FB.
This was likely the first mainstream British model to feature tail fins, highlighting a body that was longer and offered more shoulder room than the original 1940s design. It retained that car’s breakthrough MacPherson-strut front suspension, but was 35kg lighter with an extra 13kW of power from the larger 2.6-litre engine. Another significant difference was the availability of optional automatic transmission. Adding an auto made a Zephyr 20 per cent more costly than its Holden rival, while the plush Zodiac cost as much as a Vauxhall Cresta.
Ford was keen to offer its Zephyr to the widest array of buyers, so a locally designed station wagon and utility were added from 1958. The wagon price wasn’t published, but higher production costs would ensure it cost considerably more than a Holden Station Sedan. Any Mark 2 Zephyr in excellent condition is today unlikely to exceed $25,000. Sedans and wagons still offer excellent buying to fans of 1950s models, wanting to include the family on weekend jaunts.
Austin 105 Westminster
For a few years before Holden emerged as the country’s dominant car brand, Austin’s A40 was our top-selling model. During the 1950s its influence faded before roaring back to prominence with the impressive Westminster sedan.
The big Austin arrived here in 1956 and shared its 2.6-litre engine capacity with the Austin-Healey 100/6. A year later came the A95 with a more stylish rear end and bigger boot. Completing the transition during 1958 was the A105 which produced 7kW more power than the A95. With automatic transmission, the A105 listed in 1959 at £1780, making it only slightly less expensive than the bigger Chrysler Royal.
Where the big Austin showed its best was open-road running, especially when the car was a manual version with overdrive. A105s would cruise contentedly at 130km/h – back when rural roads had no speed limit – and overtake quickly.
The trim was leather, a heater came standard and the cabin was well insulated from road noise. A Countryman Estate version was available on special order from the British factory, but very few would have been sold here. Despite their performance and quality, Westminsters today cost considerably less than Holdens of comparable age. Makes for great buying providing you can find a well-maintained car that someone is prepared to sell.
Vauxhall PA Velox/Cresta
If you were a Sales Manager in 1950s Australia and your reps all drove Holdens, chances are the PA Vauxhall in the car park was yours.
These impressive cars came in basic Velox trim or as a more sumptuous Cresta. They were more than a cut above Holden, with American products inspiring their design. The windscreens front and rear were wrap-around, there were hooded headlights, a huge, chromed grille and the back mudguards were topped by vestigial fins.
Where Holden stuck with an old-style dash and vinyl on the floor, Vauxhall adopted an American-style instrument binnacle for both models, while the Cresta included a heater/demister and carpet on the floor. Even as a base model, the Velox would outperform the Holden. It offered 2.3 litres against the Holden’s 2.2 and 8kW of extra power.
When pitted against the 2.7-litre Cresta, the Holden had no chance with a 16.5kW deficit. The Cresta’s optional Hydramatic transmission also wouldn’t be seen on a Holden until the EK appeared in 1961, but the car that won the inaugural Philip Island 500 production car race, was a manual.
PA Series Vauxhalls have been hard to find in Australia for ages and are scarce even in the UK. There, during 2022 a magazine feature claimed that only 60 cars were known to survive from a production total of 173,750. Values in our market still aren’t especially high, so an excellent Cresta is likely to cost less than $30,000.
Chrysler Royal
Sourced from Canada where right-hand drive cars were produced until 1968, the Royal was based on a North American Plymouth and available to Australia as a six-cylinder or V8.
Even with basic six-cylinder power and three-speed overdrive transmission, Royals were line ball with the Austin as most expensive in this particular comparison, even though they offered fewer features than the British car. Royals came with bench seats and room for six adults, and a big boot. Six-cylinder versions were popular as hire cars and for tasks like passenger transfers from city hotels to airports.
V8 versions were used in some parts of Australia as police cars and after being sold off, they often found themselves with new lives towing boats or caravans.
The range included a Plainsman station wagon which was built in very small numbers and a Wayfarer utility. These, if you find a good one, make a great weekend getaway vehicle with plenty of carrying capacity for the tent and chairs. Or just put a rubber mat in the back and snuggle down in your swags.
Most surviving Royals do seem to be V8s, with the difference in value between these and six-cylinder cars minimal. Rust claimed a lot of Royals and can still present a problem, so check carefully.