When you hear the words 'classic car' your 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 12 models that debuted in Britain in 1985 and say if they're collectable or regrettable.
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.
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.
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 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.
Ford RS200 (1985-1986)
Motorsport fans able to cast their minds back to the mid-eighties will remember one race series in particular - the Group B era of the World Rally Championship.
In its height around 1984, it was dominated by the likes of the Audi Quattro Sport, Lancia 037, Renault's 5 Turbo and the incredible Peugeot 205 T16. But a new kid on the block was revealed that year, hoping to enter the fray with a completely new unique proposal.
While the Audi, Peugeot and Renault were cars very loosely based on their run-of-the-mill showroom vehicles, Ford decided to take the same route as Lancia and built a bespoke rally thoroughbred - then produce 200 road-legal versions to meet regulations that allowed them to compete with it.
This spawned the mid-engined RS200. It was like no other Ford at the time and aimed to reclaim the brand's crown as the ultimate rally machine left by the incredible Escort RS1800.
Ford set about production of the road-going models from 1984 with production beginning in October 1985 and sales commencing before the end of the year at a price of £49,995. They looked every bit as extreme as the racers, though with tamed power. The 1.8-litre turbocharged Cosworth engine was dialled back to 246bhp for most of the 200 to don number plates and a tax disc. That said, at just 1,180kg, the road-legal versions were a handful, even with four-wheel drive.
What's the value of these cars today? A street-spec version changed hands at the Retromobile 2022 by Artcurial Motorcars auction for £250,000.
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.
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.
Renault 5 GT Turbo (1985-1991)
The Renault 5 Turbo's story began in 1980 (and has been reimagined as the 5 E-Tech EV launched in 2024) but the attainable hot-hatch - the 5 GT Turbo - emerged five years later at the height of the most exhilarating rally era.
A boxy-hipped, vented monster, the original 5 Turbo had its 1.4-litre engine mounted behind the driver, where it sent 158bhp to the rear wheels. Rally-spec cars such as the one that Jean Ragnotti won the 1981 Monte Carlo Rally in produced more than double that.
As rallying changed forever with the arrival of Group B in 1982, Renault took the more conventional approach of attaching a Garrett turbocharger to its front-engined, front-wheel drive Renault 5 road car.
With hot hatches of this generation now becoming the modern classic cars to have at the moment, there's a lot of choices.
Values of popular models from the same epoch - think Volkswagen Golf GTI Mk I, Peugeot 205 GTI and Ford Escort XR3i in particular - have soared, though the Renault 5 GT Turbo hasn't share the same rapid appreciation in price. An excellent one in 2025 will set you back around just £18,000.
With the Renault 5’s looks, flared arches, and 115bhp on tap, collectors could still see some significant profit in a quality example acquired today.
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.
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 2.3-litre engine too, though by 1993 was replaced with the Aero model with a slightly updated look.
It was eventually replaced by the 9-5 before the Millennium.
A collectable classic it probably isn't.
Seat Ibiza (1985-1993)
Having been sold to the VW Group by Fiat in 1982, Spain's biggest car brand launched the first-generation Ibiza some three years later.
And it was a handsome small car, having been penned by Giorgetto Giugiaro.
It arrived in the UK in 1985 in three-door guide and the choice of 1.2 or 1.5-litre petrol engines. A year later, the more practical five-door cars were delivered.
While roomy inside, it was behind rivals of the generation in terms of interior design and comfort and as such didn't sell in great numbers.
However, it did set the tone for Ibizas that would follow, with Seat's supermini becoming a very popular choice in Britain since the early 2000s.
Is it a bona fide classics? Put it this way, collectors aren't engaging in bidding wars over them in auction rooms.
Toyota MR2 (1985-1989)
When the MR2 emerged in 1984, it shocked the motoring world. And arriving in UK dealerships a year later, it was the first in the line of hugely successful sports cars for Toyota.
At the time, no Japanese manufacturer had even attempted to sell a compact, mid-engined sports car before, especially one that was attainable to the working-class motorist.
It went on sale in 1985 with a 1.6-litre 16-valve engine shared with the Corolla GT and providing plenty of power for the lightweight sportser. It boasted a top speed of 124mph and the ability to sprint from a standstill to 60mph in just 8.2 seconds, making the naturally-aspirated MR2 faster than the majority of its competition at the time.
A supercharged version was launched in Japan but wasn't officially sold in Europe - though many were imported. Later in its life, UK models were also offered with the T-bar roof from the supercharged variant, with panels that could be removed entirely.
The MR2 was voted Japan’s Car of the Year for 1984-85 and it set out the successful path for two generations that followed it until it went out of production in 2007.
The value of Mk1 MR2s has been on the rise in recent years, which bucks the trend for the classic market.
