1962 – 1980 Triumph Spitfire: Though British in its engine and suspension, the Triumph Spitfire body — designed by Michelotti — may be the prettiest in its class. Introduced in 1962, the Triumph Spitfire offers a rigid chassis, roll-up windows, and a larger interior than most sports cars of the time. Its dual-carburetor four-cylinder engine can produce 63 bhp that, with the car’s light weight, gives it nimble performance. The 1970 Triumph Spitfire typically makes the best choice, offering a nice interior with a wood dash, more luggage space, and changes to the swing-axle rear suspension that improved handling. Watch out for Triumph Spitfires built after 1970 with emission controls that can progressively rob performance. In pre-1970 models, splayed rear wheels indicate problems in the rear suspension. The entire front clip of the Triumph Spitfire tilts forward, which provides great engine access, but can be difficult to rebuild if damaged.

1953 – 1967 Sunbeam Alpine: Sunbeam Alpines produced from 1960 to 1967 offer roll-up windows, a nice-sized trunk, and a comfortable ride. The Sunbeam Alpine — often overlooked in favor of its V8 sibling, the Sunbeam Tiger — offers a good value and meek price. Although a trifle underpowered, the Sunbeam Alpine has a balanced package that cruises confidently at highway speeds. Look out of botched attempts at slotting Ford V8s into the Sunbeam Alpine chassis. Even when done by the factory, the Sunbeam Alpine chassis was never really up to the torque of the V8. Buy the best example available and check carefully for structural rust. The value resale price won't justify extensive body repairs.

1962 – 1980 MG MGB: If judged by production numbers alone, the MG MGB was the most popular British sports car of all time. With more than 500,000 built over a 17-year production run, you can choose from plenty of good examples. In the opinion of Sports Car Market Magazine, the MG MGB offers great value. In reasonably decent condition, the MG MGB will be fun to drive on club tours and even practical for everyday use. Pre-1968 MG MGBs have a traditional crackle-black dashboard and attractive upholstery. MG MGBs produced between 1968 and 1971 have a padded interior, but retain the chrome bumper, and all share the 1,800-cc engine capable of 100-plus mph top speed and 0–60 performance of 12 seconds. An all-synchro four-speed transmission was available after 1967, but doesn’t add much to value; however, cars with optional overdrive offer superior performance for long-distance driving. You can readily find mechanical and cosmetic repair parts for the MGB, but watch out for cars with a monocoque structure which can be difficult and expensive to repair if rusted. MG MGBs built after 1974, with distinctive rubber bumpers, have started to become popular, but emissions requirements seriously sapped performance.

1955 – 1962 MG MGA convertible: Although a different breed than its predecessor, the MGB, the MG MGA produced from 1955 to 1962 offers similar performance with strong handling and ability to reward twisty back-road driving. MG MGA, an attractive body-on-frame car, has a small but comfortable cockpit and useful trunk. Side curtains take the place of windows, but the top is reasonably snug. Four engines were available for the MG MGA: 1500, 1600, twin-cam, and 1622 DeLuxe. Most offer comparable performance, but the twin-cam is a pricey collectible. Still priced less than the four-cylinder Healey, the MG MGA has room to appreciate in value. MG MGAs were very popular high school and fraternity “beaters,” and some models suffer from poor maintenance and kludged repairs. A good restored example is a much better bet than an original, unrestored, driven-hard-and-put-away-wet car.

1964 – 1966 Mini Cooper S: For something completely different, contemplate the Mini Cooper S (that’s the original one). With new Mini Coopers now the flavor of the month, classic Minis are starting to get attention. Due to a strong supply of Mini Coopers from England, where they were produced from 1959 to 2001, prices have remained stable. Startlingly small, Mini Coopers have equally astonishing interior space and can transport four adults. A low center of gravity and wheels positioned at the four corners give very nimble handling, though you'll need to get used to its front-wheel drive behavior. The Mini Cooper S, introduced in 1963, was the competition upgrade of the basic Austin/Morris family compact, with a hot 1,275-cc engine, disc brakes, and a second fuel tank. It is the most collectible of the range. Be wary of cars with rust, especially in the sills and hinge parts of these monocoque-bodied cars, and of recently-imported cars, which may be U.K. junkers with a new paint job. Reputable firms in England are restoring pre-1973 cars (legal for import and registration in most states without EPA hassle) using newly manufactured shells, but they often come with a premium price tag.

1954 – 1968 Morgan Plus 4: Morgan Plus 4, the last classic still in active production, offers pre-war looks in a distinctive package, with design cues recently trademark-protected by the Morgan Motor Company. Though you can still buy the Morgan Plus 8 (the grandson of the Morgan Plus 4) in all 50 US states, the original still holds the best value. When introduced in 1950, the Morgan Plus 4 was powered by the same engine as the Triumph and eventually used in the TR2-4 range. Today you can easily maintain the Morgan Plus 4 with panels and chassis parts available from the Morgan Motor Company and engine parts from Triumph suppliers. Though owners say they enjoy the unique handling of the Morgan Plus 4, many drivers have a negative first-time driving experience. Performance is superior to the heavier Triumph TR, but make sure you can fit under the large steering wheel and can learn to enjoy the buckboard feeling of the patented sliding-pillar suspension before you buy.

1959 – 1967 Austin–Healey 100 and Austin–Healey 3000: Almost every list of desirable British sports cars includes the "Big Healey," a car that offers styling as good as it gets more-than-adequate performance on modern superhighways. Produced in three successive versions — a four-cylinder roadster, six-cylinder roadster, and six-cylinder convertible — from 1953 to 1967, everyone seems to have owned, or know someone who owned, an Austin-Healey 100 or Austin-Healey 3000. Collectors look for all three versions, with purists leaning toward the four-cylinder Austin-Healey and practical types appreciating the roll-up windows and weatherproofing of the Austin-Healey convertible. Although few bargains exist any longer, you can find very good restorations for reasonable prices and with so many people dreaming of owning an Austin-Healey 100 or Austin-Healey 3000, their values seem unlikely to go down. The unique “semi-monocoque” construction combines the best of straight-rail chassis strength and unibody reinforcing, but original rust-proofing was minimal at best. Structure-threatening rust is often not apparent without stripping and disassembly, so look for even panel gaps and proper door operation. When you start to think about paying more than $25,000 for a Healey, make sure to have it inspected before you buy.

1968 – 1971 Jaguar XKE 4.2 SII: The Jaguar E-type, very high on nearly everyone’s list of collectible postwar cars, performs as well as most contemporary sports cars and has looks that influenced the current Jaguar XK8. Inspired by and developed from the design of the Jaguar D-types that won at Le Mans, the Jaguar XKE 4.2 SII combines a monocoque body tub and torsion-bar suspension with a production version of the sleek racing body. Though the Series I cars, especially concourse-quality restorations, have recently escalated in value, excellent Series II cars with the 4.2-liter engines can still be found for less than $50,000. If you want performance without ragtop appeal, you can find early-version two-seat coupes for Healey prices. Look for cars with carefully done body and paint work, excellent interiors, and good mechanical condition, but don’t worry about nut-and-bolt serial number originality too much. You want to avoid rust, especially in the trunk, under the gas tank, and in the door pillars as well as ill-fitting hoods that can cost a king's ransom to fix or replace because of their shape and complexity. Have the car inspected by a specialist before purchase.

1953 – 1963 AC Ace (with Bristol or Ford Ruddspeed engine): The AC Ace, a relatively expensive yet stealthy classic, was the basis for the Shelby Cobra — without the aggressive fenders. In 1954 AC adopted the lines originally penned by Tojeiro for a sports racer and, following racing convention, produced a tubular-frame, aluminum-bodied vehicle. With innovative four-wheel independent suspension, the AC Ace offered flawless handling as well as sleek and elegant lines. The first engine was the 85-bhp AC overhead-cam six, but in 1956 AC substituted a 120-bhp 2-liter Bristol engine. When supplies of this engine ran out in 1961, a Ford Zephyr with Ruddspeed head, producing up to 170 bhp, was substituted. With the common Bristol engine in the lightweight chassis, performance is more than adequate for any street use, and the Ruddspeed engine will put most production sports cars to shame. The simple addition of a removable rollbar and proper lap belts can give this car a very satisfying double life in vintage racing. Inspect any car carefully for quality of frame integrity and evidence of careful mechanical maintenance. If possible, consult a specialist before purchase. One drawback: the AC Bristol doesn’t always get the respect it deserves. Cobra enthusiasts can’t understand its subtle appeal and the average spectator at a British car show will mistake it for a Healey, so it takes an inner-directed individual to really feel at ease owning one.