Cracking 1970s convertibles, from £5k to £35k

Top soft-top sports cars, just in time for summer

Looking for blue-sky fun this summer? Before you scour the classifieds for contemporary convertibles, consider these ‘70s stunners instead.

See, while ‘60s soft-tops have suffered from a spate of inflation lately, the subsequent decade remains a healthy source of relatively reasonable open-top machines – perfect for finding your next fair-weather runaround.

To prove it, we’ve picked out 10 '70s scorchers which you can bag for an average of £20k. Better still, we’ve tested the lot to find out which will give you the most fun for a 40-year-old.

Alfa Romeo Spider: What’s the story?

‘Think Spider, think Alfa!’ should have run the advertising campaign, so integrally linked is the manufacturer with the moniker. And yet to non-Alfisti the sheer number of drop-tops built by the marque can be bewildering: Giulia, Giulietta, Duetto. Where to start?

Try the 105/115-series S2 variants that arrived in 1970 – identifiable by their truncated tail. Like most Alfa Spiders, they adhere to a familiar formula of fizzing twin-cam engine and handling as delicate as those looks.

Alfa Romeo Spider: What’s it like to drive?

The interior is wonderfully evocative of the era, but it’s best to check that it suits your style before buying. As for the driving position, it’s ultra legs akimbo, exacerbated to the point of Italian comedy by the floor-mounted clutch pedal’s high biting point.

The engine begs to be revved hard and rewards with a rasping note, while that canted gear lever snicks through the well-defined gate with limited resistance. Stopping power is smart, although the pedal lacks feel.

Alfa Romeo Spider: What do we reckon?

While the Alfa does city posing with aplomb, it excels on B-roads. Sure, it’s no hardcore bomber à la TVR or Triumph, but a smooth, punchy siren – with performance that’s both sporty and accessible.

“In good, usable condition with an MoT, you’ll pay between £8000 and £10,000,” says Stuart Taylor, 105 Giulia Registrar at AROC. “A front-runner, though, will be closer to £20k.” Factoring in maintenance costs, it’s probably a 3 out of 5 on value.

Sports performance (out of 40): 27

Everyday performance (out of 40): 30

Value for money (out of 20): 13

Overall: 70/100 

Triumph TR6: What’s the story?

It’s the ultimate manufacturer’s quandary: how to keep your ageing output looking fashionable and fresh when the purse strings are tight. As a lesson in subterfuge, Triumph’s morphing of the TR5 into the TR6 remains at the top of the tree.

This ‘new’ model was actually no more than a remarkably clever ‘top and tail’ refresh of the TR5 design, by German coachbuilder Karmann. Hey, presto! One modern British sports car ready for sale – never mind that, underneath, the mechanicals remained identical to its predecessor's.

Triumph TR6: What’s it like to drive?

Time spent behind the wheel of a TR6 is life-affirming: it’s a properly thrilling experience. Its straight-six is a gruff and throaty wonder, with the short-throw gearbox at all times a faithful partner to it.

Manoeuvring the small Moto-Lita steering wheel is hard graft, as is utilising the heavy clutch, but you never bemoan either because the package is just so satisfying. Due to its somewhat unpredictable nature, reining it in takes a bit of practice and crossed fingers, mind.

Triumph TR6: What do we reckon?

With a fuel-injected 150bhp – or a lowly 104bhp in twin-carb form for the USA – the TR6 continues to offer a healthy dose of old school thrills ’n’ spills.

“You’re looking at the high 20s for a really nice one,” says Dan Allen of Revington TR. “But they range from £15,000 to £30,000. The TR5 sits typically £20,000 higher, although that gap narrows for usable cars.” Price in your running costs and this one’s a four out of five.

Sports performance (out of 40): 25

Everyday performance (out of 40): 25

Value for money (out of 20): 15

Overall: 65/100 

Chevrolet Corvette C3: What’s the story?

The sharp-edged C2 Corvette entered Larry Shinoda’s design cocoon in 1967 and emerged the following year transformed beyond all recognition.

Under the hood, there was an all-new, compact 350cu in V8, which in 300bhp form provided the base unit. Big-blocks were still available at a premium and customers could spec cars to their heart’s delight. That it remained in production – in ever-more-strangled output – until ’84 showed just how good Shinoda’s aggressive styling was.

Chevrolet Corvette C3: What’s it like to drive?

Gatecrashing our roadster party with all the of a subtlety of a powerslide in an Ikea car park, the C3 is in a different time zone when it comes to power – even if somewhat blunted by a hefty 1472kg kerb weight. Provoke the rumbling V8 with a prod of the throttle and it’s easily possible to spin the rear boots.

Inside, the cabin features heavily raked seats alongside a profusion of black plastics and gauges set so far forward that they might well be in a different State. Don’t buy one expecting practicality, though, because there’s no boot – the most you’ll get on the rear shelf is a toiletries bag.

Chevrolet Corvette C3: What do we reckon?

“They range between £15 and £30k,” advises Tom Falconer of Claremont. “That’s with the base engine – more for a big-block. There’s no disparity between chrome and federal bumpers, but unlike in the States – where you have to drive with the roof up, aircon on in the summer – a Convertible is worth more than a Coupe in the UK.”

A C3 is doubtless a more impractical choice – especially with a drop-top that takes a multitude of levers to operate. But there’s no escaping the pull of that thrumming V8, even if it’ll hurt your wallet.

Sports performance (out of 40): 25

Everyday performance (out of 40): 21

Value for money (out of 20): 11

Overall: 57/100 

Lotus Seven S4: What’s the story?

Three might be the magic number, but seven’s the one that’ll get your heart racing. Despite material upgrades, the same basic Lotus Seven package hasn’t changed much over the years: a lightweight body, a lively engine and delicious handling.

Except, of course, for the Series 4: for three years only, Lotus tried something a little bit different. In came an all-glassfibre body with a beach-buggy aesthetic and a longer chassis for improved space in the cockpit. Power, meanwhile, came from Ford 1300 and 1600 crossflow units or, best of all, from the Europa’s ‘Big Valve’ 115bhp Lotus Twin Cam.

Lotus Seven S4: What’s it like to drive?

In top, ‘Big Valve’ Twin Cam spec, there’s a claimed 125bhp to play with. Lotus later owned up to an honest 115bhp, but that’s still serious grunt with which to propel a light-as-a-feather 594kg machine.

The cockpit is super-tight but it’s worth shoehorning in, because nothing connects you with the road like a Seven. Shifts on the superlative Ford ‘rocketbox’ barely impede your seamless throttle-down experience, while the rorty intake of the twin Weber carburettors constantly gees you on as you revel in the outstanding chassis balance and steering feedback.

Lotus Seven S4: What do we reckon?

“The S4 with Ford crossflow starts at £10k and goes up to £16,000 but, in Lotus Twin Cam form, those will be £4000 higher,” says Andrew Henson of AH Classic Car Sales. “The S4 is about £10k cheaper than the S3.”

As the closest thing to a race car for the road, you do feel vulnerable in modern traffic – and it’s hardly a practical runaround – but on the track or the open road the Series 4 Seven still thrills like no other.

Sports performance (out of 40): 34

Everyday performance (out of 40): 15

Value for money (out of 20): 13

Overall: 62/100 

MGB: What’s the story?

Following a gorgeous sibling is never easy, but after the sassy MGA had to come the more conservative B. It was the first monocoque MG, but that was about as far as the BMC purse strings stretched in terms of innovation.

Various engines were considered before the bean-counting decision was made to dust off the venerable B-series motor. Mechanical improvements occurred at a snail’s pace, but were enough to keep the faithful buying the B, and it was the simplicity of its design that proved to be one of its most enduring and appealing facets.

MGB: What’s it like to drive?

If the MGB were a geyser, it would be Old Faithful. Slipping into the roadster’s roomy cabin and comfy seats serves up a reassuring feeling of having returned home.

Whipping the roof off is easy enough (though reattaching it in a rainstorm is a right faff), boot space is reasonable and the reliable B-series engine is flexible, capable of responding well to lazy revving that makes use of its torque or being worked harder for a more sporting experience. Hustle it through corners and the B will give you progressive, nicely weighted steering, too

MGB: What do we reckon?

“Prices range from £5000 for a runner requiring tidying to £25,000-plus for a freshly restored car,” explains Jonathan Kimber of the MGOC. “Nominally, there’s a £1500-2000 difference between chrome and rubber bumper examples.”

It might not do anything spectacularly but the MGB is always a pleasure when you get behind the wheel. Sheer ubiquity ensures low prices, while the level of support available and the simplicity of its novice-friendly mechanicals make it a no-brainer for everyday driving.

Sports performance (out of 40): 24

Everyday performance (out of 40): 31

Value for money (out of 20): 17

Overall: 72/100 

VW Porsche 914-4: What’s the story?

This Porsche for the Volk created an instant furore: was it a VW, Porsche, or both? Dealers in the brand-savvy States certainly knew, selling it purely as the latter – complete with additional Porsche script on the rear panel.

Released in 1969, the diminutive Porkerwagen featured a 1.7-litre VW 411 boxer engine with Bosch electronic injection, a five-speed gearbox and all-independent suspension. Power rose 5bhp with the 1.8-litre carburettor unit in ’72, before reverting to injection in the final 100bhp 2-litre model. Not confusing enough? The 914-6 was powered by the 911T’s flat-six.

VW Porsche 914-4: What’s it like to drive?

Many 914-4s are converted to run on twin carburettors, which adds a smidgen more intake pleasure to this already intriguing targa top. The air-cooled hum is pleasantly different, too, and hardens nicely at the top of the rev range – which is where you’ll spend most of your time, given that there’s not much oomph below 3000rpm.

Whip off the lid (easily done between two), drop into the low cabin and the 914’s lack of bonnet definition initially makes you feel as if you’ve put your jumper on the wrong way round. Flick on the lights, though, and the pop-ups instantly resolve that issue.

VW Porsche 914-4: What do we reckon?

Unloved for many years, the 914-4 has recently gained greater acceptance in the Porsche community. The gearbox might be a disappointment but throw the 914-4 into an S-bend and the combination of quick steering response and firmly planted cornering manners reveal it to be a delectable, snake-hipped handler.

“The 1.7- and 1.8-litre will range from £7k to £18k – and at the bottom end will need a lot of work,” says Kevin Clarke, Porsche Club GB’s 914 register secretary. “And later 2-litre cars are slightly higher at £9k to £20k.”

Sports performance (out of 40): 29

Everyday performance (out of 40): 28

Value for money (out of 20): 13

Overall: 70/100 

Fiat 124 Spider: What’s the story?

Lively four-cylinder twin-cam engine, elegant Pinin­farina styling and disc brakes all round, all in a gorgeous Italian convertible package. Sound familiar? Despite producing so many Spiders, Alfa didn’t have the sole rights to the type. Fiat’s 124 Spider arrived the same year as Alfa’s Duetto, looking the more modern of the two.

Based on the more workmanlike but still pretty 124 Coupé, it had the same sophisticated twin-cam powerplant designed by ex-Ferrari engine mastermind Aurelio Lampredi. Its biggest turning point? Incorporation of massive federal impact bumpers in 1975.

Fiat 124 Spider: What’s it like to drive?

The 124 Spider is more demure than its Alfa counterpart in revealing its charms. The pre-’75 chrome-bumper cars are most desirable and the 1.8-litre the sweetest engine.

On the road the engine zips through the rev range smoothly, delivering an intoxicating rasp and a surprising level of low-down torque. The Fiat corners tighter than its fellow Italian, while the cabin isn’t anywhere near as compromised – or appealing, it must be said.

Fiat 124 Spider: What do we reckon?

Never sold new in the UK, all 124s in Blighty are imports and left-hand drive – although specialists such as DTR European Sports Cars converted 40-50 using donor parts from right-hooker Coupés.

“There’s a lot of eBay tat out there for £6000-7000,” says Paul de Turris of DTR. “For a good chrome-bumper car, you’re looking at £20-30k, with values dropping considerably for impact-bumper carburettor models.”

Sports performance (out of 40): 27

Everyday performance (out of 40): 30

Value for money (out of 20): 15

Overall: 72/100 

Morgan 4/4: What’s the story?

In life, everything changes except a Morgan. Its first 4/4 – four cylinders, four wheels – arrived in 1936. An ash frame was bolted to the chassis and clothed in steel panels, and that was basically your lot.

Easy to sneer, isn’t it? But there’s so much more to owning a Morgan. It’s a way of life: top always down, couple of bags strapped to the back and off for a long continental tour. Then there’s the sense of community, plus a rich vein of humour running through all club engagements – not to mention high residual values.

Morgan 4/4: What’s it like to drive?

Fire up the lusty 1.6-litre Ford Kent engine, adopt the signature arm-over-the-door driving position and enjoy. Sure, the stiff front suspension and live rear axle aren’t the height of sophistication but you can instantly feel why this car continues to inspire.

Storage space is minimal and manipulating the hood is a time-consuming exercise, but there’s plenty of room behind the three-spoke wheel. The view down the long louvred bonnet is epic and, shorn of its usual Ford clothing, the engine sings sweetly with each throttle depression.

Morgan 4/4: What do we reckon?

Running gear might change with the times, but the essentials of the 4/4 remain constant. That pipe and slippers image masks a fun runaround that’s every bit the weekend blaster – and one that’s well worth considering.

“They never sell below £10,000 and for that it’d require a lot of work, but a top ’70s example could fetch £17,000,” says Sarah Hutton of Brands Hatch Morgans.

Sports performance (out of 40): 24

Everyday performance (out of 40): 25

Value for money (out of 20): 16

Overall: 65/100 

Jensen-Healey: What’s the story?

This much-maligned roadster arrived in 1972, with big things expected. Its recipe of a powerful, torquey four-pot, spacious interior and refined-but-sporting ride should have come good.

Mechanically, it was a bit of a mongrel, but that wasn’t necessarily a barrier to success. What did it for the firm was the decision to take the then-untried Lotus engine without warranty insurance: with claims flooding in for engines that’d gone pop, the car’s reputation suffered.

Jensen-Healey: What’s it like to drive?

That Twin Cam Lotus ‘four’ – once the source of all ills – is a little lumpy at idle, but pulls strongly with a sporting bark under heavy load. It gets a touch uncouth north of 6000rpm, so it's best to engage the services of the efficient Getrag five-speed gearbox before then.

It has a gargantuan boot, but a bit of an unwieldy hood mechanism. On the road it’s comfy, with softly sprung suspension that soaks up all manner of bumps. That does mean considerable lean through corners, but there’s more grip than you realise.

Jensen-Healey: What do we reckon?

Allay your fears and forget the negative press: this is a sorted little sports car. Aesthetically, it’s a touch plain Jane but get behind the wheel and it all gels together quite nicely, with benign handling and decent power.

Today, says JOC Jensen-Healey Registrar Helen Newby, you’ll pay £8-10,000 for a good one: “Prices are starting to rise as people realise they’re rare cars, and vary from £4500 for a basic runner to £16,500 for a concours example.”

Sports performance (out of 40): 24

Everyday performance (out of 40): 25

Value for money (out of 20): 15

Overall: 64/100 

TVR 3000S: What’s the story?

Up until 1978, a convertible remained an alien life form for the gentlemen in Blackpool. Based on a one-off special for TVR boss Martin Lilley, the 3000S changed that.

The M-series arrived in 1972, but it was the ragtop S that propelled the firm in an all-new direction. Underneath sat the same rigid backbone chassis as on the fastback 2500, M and Taimar models, but the glassfibre body was significantly lower, with new doors and a revised rear end incorporating the ‘luxury’ of a bootlid.

TVR 3000S: What’s it like to drive?

Subtlety is overrated, and the animalistic 3000S makes a properly addictive noise: fire the Essex V6 engine and it erupts into life, a throttle blip eliciting a wicked growl from the twin exhaust tailpipes.

Slip into the low, beautifully finished cabin and you’ll find hard but comfortable bucket seats. On the road, adhesion is superb, the steering precise and it corners with little body roll – but that’s all a mere sideshow before you get it back onto the straight and narrow and put your foot down.

TVR 3000S: What do we reckon?

“A presentable example that needs work will be £14-18k with a concours car fetching £20k-plus,” says Ralph Dodds of the TVR Car Club. “And add at least £5k to each of those for a genuine Turbo. There are less than 60 left in the UK and almost all of them are known to the Club.”

That means the 3000S can be a bit on the steep side when you factor in running costs, but for addictive drop-top performance you’ll struggle to do better. In fact, it's probably our pick of the lot!

Sports performance (out of 40): 32

Everyday performance (out of 40): 27

Value for money (out of 20): 15

Overall: 74/100 

The winner: TVR 3000S

Each of these convertibles offers a quite different driving experience, flavoured with its own foibles and ownership realities.

On the day, the brutal noise of the TVR allied to its dynamics had us from the off. On another day our choice could, and would, have been different. What is true, is that you won’t be disappointed with any of them.

Final scores

TVR 3000S: 74

Fiat 124 Spider: 72

MGB 72

Alfa Romeo Spider: 70

Porsche 914-4: 70

Triumph TR6: 65

Morgan 4/4: 65

Jensen-Healey: 64

Lotus Seven: 62

Chevrolet Corvette C3: 57