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Part 2: Supply and demand is an established dictator of worth, and thanks to 2009’s scrappage scheme, which led to the wanton destruction of ‘undesirable’ older cars, many of our once abundant vehicles are now reduced to single-figure survivors, and the banger-priced interesting classic has all but vanished. Values of cars from the 80s or before have risen across the board as fewer remain, and although scarcity is not necessarily directly related to desirability, who isn’t lured in by the promise of exclusivity?

Conversely, once models are worth a premium – the Capri Injection is a good example – a popular website shows the number of roadworthy examples to be on the rise. Presumably due to cars that have previously been viewed as scrap now justifying the restoration costs of returning them to the road. However, that is an entirely different blog…

What’s next, though? Is scarcity enough to inspire interest in a bland model, and do the parameters of age evolve universally as time goes by? Chances are you won’t remember the last time you saw an early 90s Mk1 Mondeo, but if you do I can guarantee it’s practically worthless, despite the kudos of once dicing wheel-to-wheel in the BTCC: Race on Sunday, Sell on Monday… forgotten about by Wednesday.

In time, will the values of a once popular and now forgotten vehicle boom, as they have for older or more interesting models? I don’t have all the answers, but it seems unlikely as, despite being over 20 years old, the Mondeo isn’t noticeably different enough from ‘modern’ cars; there are no twin-carbs, chrome bumpers or even window winders to help differentiate. They’re just undesirable, uninspiring cars from the 90s that are neither great nor quirky. This era, in particular, needs mechanical greatness or an empathetic connection to steer them away from the scrapyard and be elevated to authentic classic status. The E36 M3, Escort Cosworth or Lancia Delta Integrale for instance, all of which are either rising in value, booming or continually climbing beyond the reach of mere mortals.

Cars of yesteryear mostly rusted away, often with perfectly serviceable drivelines that have lived on in other vehicles thanks to being inexpensive and simple to replace. But what of today’s cars, with galvanised chassis and body panels, an increased use of plastics and composites? The electronic era has surely been given plenty of wiring loom with which to hang itself, condemning cars to the scrapheap with chassis as fresh as the day they rolled off the production line. Costly, complex drivelines and sealed-for-life gearboxes are another cause for concern, alongside electronic repair bills and complexity that sees have-a-go amateur mechanics hiding behind their slide-hammers. As the demands on home-mechanics develop, perhaps we will see an evolving skills-set move away from carb-balancing and welding, to laptop-based diagnostics trickery. And what next; how will today’s downsized engines and hybrid technologies fair in 20-30 years’ time, or perhaps they’re just not intended to last that long. I can’t wait to find out, but I won’t be mothballing a one-owner, low mileage electric hybrid museum piece just yet.

What I will do though, is find an excuse to add to mine and Mrs Charlton’s ever-expanding fleet of modern classics. During Part 1 I mentioned how heightened interest in performance models has a knock-on effect throughout the automotive food chain: RS down to happy shopper-spec, M-car to Sport, then to 2-door, for instance. The 911 boom is another perfect case in point: specific models spike the interest of fanatics and investors, which drives up values of the next-best and so on, until all 911 values are rising faster than cholesterol levels in a baking club. All is not lost for Porsche fans, but they’ll need to act fast, as I have… a low-mileage 944 S2 with a ring folder full of receipts – including all the ones you’d like to see – with my favourite colour and interior combination, now sits on the drive. Will it be safer than money in the bank? It will certainly be a lot more fun…