In 2010, Südwestbank launched a classic car index to compare the performance of South German classic cars with other forms of investment. The index includes 20 classics built by Mercedes-Benz, Porsche, BMW and Opel, with the bank reporting that demand for historic vehicles remains high. Here, we reveal the performance of 16 of the classics, highlighting the increase in values since 2005.

Mercedes-Benz 230 SL (W113)

As the bank points out, past performance is not a reliable indicator of future trends, but with a valuation of €56,000 (£50,000), the value of Mercedes-Benz 230 SL ‘Pagoda’ has increased by 119.61 percent since 2005.

Mercedes-Benz 280 SL (R107)

Interestingly, the German leading index DAX has risen by 148.09 percent since 2005, but the Südwestbank classic car index gained 453.98 percent in the same period. Today, a Mercedes-Benz 280 SL is worth €22,500 (£20,000) – an increase of 136.84 percent since 2005.

Mercedes-Benz 250 CE

Jens Berner, classic car expert at Südwestbank, said: “From a return point of view, the purchase of a classic car only makes sense from a price of around 100,000 euros. So the experts of the Südwestbank advise investing in classic cars only as a mixture of the total assets.” The 250 CE is worth €12,500 (£11,000) – an increase of 151 percent.

Porsche 944

The Porsche 944 is one of just two cars in the classic car index to be worth less than €10,000, according to Südwestbank. That said, at €9,850 (£8,700), the 944 is still worth 181.43 percent more today than it was in 2005.

BMW Isetta 250

The calculation is based on an evaluation of the price data of the specialist car magazine Motor Klassik. The little BMW Isetta 250 is worth €14,800 (£13,000) today, an increase of 196 percent. Not bad for a microcar.

Mercedes-Benz 450 SEL (W116)

In relative terms, the mighty 6.9-litre Mercedes-Benz 450 SEL remains a bargain, with an index price of €14,900 (£13,000). That’s a small price to pay for what was, at its unveiling in 1974, one of the most advanced vehicles on the planet.

Mercedes-Benz 190 SL (W121)

Values of the Mercedes-Benz 190 SL are hovering around the magic €100,000 mark quoted by Südwestbank as being worthy of an investment. Today, you’ll pay around €99,500 (£88,000), which is 201.52 percent more than you’d have paid in 2005.

Porsche 356 C

We should point out the realities of relying on a classic car to provide a decent return on your investment. Because while you can sit back and watch your stocks and shares make a mint (or not), keeping a classic car in good condition requires time, effort and cash. So while a Porsche 356 C might be worth 215.91 percent more than the price you paid in 2005, you would have splashed out on insurance, maintenance and fuel.

Opel Kadett C GT/E

There’s also the stark reality that the bottom could fall out of the classic car market. It’s happened before and it could happen again. Meanwhile, cars like the Opel Kadett GT/E are riding on a crest of nostalgia, with modern buyers reliving their youth courtesy of the cars driven by their parents. A €12,100 (£11,000) valuation represents a 222.67 percent growth.

Porsche 911 SC 3.0

You also need the money to invest in the car, the expertise required to buy the right one, and somewhere to store the car. You’ll make the most money if the mileage is kept low. The Porsche 911 SC 3.0 from 1977 to 1980 is worth €35,500 (£31,000) – an increase of 222.73 percent.

Opel Manta B GT/E

The cheapest vehicle in the classic car index also happens to be one of the coolest. The second-generation Manta GT/E was Opel’s answer to the Ford Capri, and it’s worth around €8,650 (£7,700) in Germany. That’s an increase of 284.44 percent. Manta, Manta, Manta!

BMW 635 CSI

If we could ‘do a Cher’ and turn back time, we’d definitely go back to 2005 to buy the following five cars. The value of a BMW 653 CSI has increased by 330.59 percent to €18,300 (£16,000) …

Mercedes-Benz 300 SL

While you’ll pay a massive €966,000 (£850,000) for the iconic Mercedes-Benz 300 SL – an increase of 360 percent. At such a high price, is there room for further growth?

BMW 2002

But while you’ll require around a million euros to secure some ‘gullwing’ action, the BMW 2002 is a tad more affordable. Furthermore, with an increase of 395 percent, the return on investment is actually better than the 300 SL.

Porsche 911

Like fast Fords and Peugeot 205 GTIs, the values of classic Porsche 911s have been on the rise for a while, but a 740.63 percent increase for the 911 (1964 to 1967) is eye-watering all the same.

BMW 507

If you bought a BMW 507 in 2005, give yourself a pat on the back and treat yourself to a nice holiday in Bavaria. Values are up 812.70 percent since 2005, with a 507 costing around €1,725,000 (£1,500,000) in 2019.

A ‘major discrepancy’ between official petrol car CO2 emissions and real-life on-road testing has led an independent emissions testing agency to warn of an emerging ‘petrolgate’ scandal.

Emissions Analytics has discovered ‘unusual discrepancies’ during testing of petrol cars, which could suggest some firms are already manipulating strict new WLTP emissions and economy tests.

Official CO2 figures for petrol cars tested by the firm are ‘significantly underestimating the real-world emissions’. It suggests a 24 percent difference between official CO2 figures and real-world tests.

Four years ago, university researchers uncovered a similar difference when testing diesel Volkswagens, in what was quickly dubbed the ‘dieselgate’ scandal.

Ironically, real-world testing of the latest diesel cars shows they are broadly in line with official CO2 figures.

What are carmakers being accused of?

Emissions Analytics says ‘optimisation of the lab-based WLTP test has already set in, with carmakers adapting petrol vehicles to perform better in the WLTP test than they do on the road’. 

Under the tougher WLTP test, CO2 values for diesel cars tested by the firm rose over the older, discredited NEDC test, to 175g/km. This is close to the Emissions Analytics ‘real world’ average of 173g/km. 

But the figure for petrol cars actually fell to 151g/km CO2. This is far below the Emissions Analytics figure of 185g/km. 

“With the increased market share of petrol vehicles post-dieselgate, reduced CO2 emissions from these vehicles make the most impact in meeting fleet average emissions targets,” said Emissions Analytics CEO, Nick Molden

“This would make WLTP questionable as a source for gathering actionable data.”

An overly-complex switch to new WLTP economy and emissions testing is helping disguise the trend, “making it hard for any consumer to know what to believe,” added Molden.

Manufacturers may have got their house in order over diesel, he said, but “the same cannot be said for petrol.

“The reasons for this discrepancy bring back worrying echoes of the previous, discredited official rating system.”

Customer confusion

Official fuel economy and CO2 figures are in a “confusing phase” as car makers switch from the old NEDC test to the new WLTP test.

All new cars sold should now be certified to the latest WLTP test. Published fuel economy figures are based on the WLTP test.

Bizarrely, though, average CO2 figures are still based on the old, far more lenient NEDC test – and are not due to switch over until 2021.

“Unquestionably, this means the system is still open to manipulation,” said Molden. It “leads to consumer confusion, which is hardly what you might expect almost four years on from dieselgate.”

Molden says independent real-world testing of new car economy and emissions is “urgently required to address the shortfalls of the testing framework”.

Ships operated by the world’s largest luxury cruise operator emitted nearly 10 TIMES more sulphur oxide (SOx) around Europe’s coastline than all 260 million European cars in 2017.

Carnival Corporation, which operates 47 cruise ships, is the worst offender, followed by Roya Caribbean Cruises, the second largest operator, which emits SOx levels four times worse than the European car fleet.

This report by Transport & Environment revealed that Spain, Italy and Greece are the countries most at risk, followed by France and Norway. As major tourist destinations, these countries are exposed to dangerous levels of SOx air pollution from cruise liners, but less stringent marine sulphur fuel standards allow ships to burn the most sulphurous fuel along their coasts.

Closer to home, Southampton is named as the fifth most cruise ship-polluted European port, behind Barcelona, Palma Mallorca, Venice and Civitavecchia.

Some of the figures are startling. In Marseille, for example, the Transport & Environment report found that 57 cruise ships emitted as much nitrogen oxide (NOx) as one-quarter of the city’s 340,000 passenger cars in 2017.

In Norway, Denmark, Greece, Croatia and Malta, a handful of cruise ships are responsible for more NOx than the majority of their domestic car fleets.

Europe should implement a zero-emissions port standard, says the report, along with extending the emission control areas currently in place only in the North and Baltic Seas and the English Channel. 

‘This is unacceptable’

Faig Abbasov, shipping policy manager at Transport & Environment, said: “Luxury cruise ships are floating cities powered by some of the dirtiest fuel possible. Cities are rightly banning dirty diesel cars but they’re giving a free pass to cruise companies that spew out toxic fumes that do immeasurable harm both to those on board and on nearby shores. This is unacceptable.“

“There are enough mature technologies to clean up cruise ships. Shore-side electricity can help cut in-port emissions, batteries are a solution for shorter distances and hydrogen technology can power even the biggest cruise ships. The cruise sector [is] apparently not willing to make the shift voluntarily, so we need governments to step in and mandate zero emissions standards.”

The Carnival Corporation brand portfolio includes Princess Cruises, Holland America Line, Seabourn, Cunard, AIDA Cruises, Costa and P&O Cruises. It also operates 25 ships under its own brand and carried over 4.7 million guests in 2016 – the most of any individual cruise brand.

In 2016, Princess Cruises agreed to pay a $40 million penalty for illegally dumping oil-contaminated waste into the sea and attempts by employees to cover it up.

But the operator continued to pollute the seas, including the discharging of plastic into waters in the Bahamas. On Monday, Carnival and Princess were ordered to pay an additional $20 million penalty, reports the New York Times.

The company said: “Carnival Corporation remains committed to environmental excellence and protecting the environment in which we live, work and travel. Our aspiration is to leave the places we touch even better than when we first arrived.”

A poll by car supermarket Motorpoint found that 86 percent of motorists want penalties for those using their phone behind the wheel increased.

At present, you can expect at a minimum £200 on-the-spot fine and six points on your licence if caught. This – more severe – punishment was introduced in March 2017.

New drivers face an instant ban if they’re caught using a phone while driving.

Further penalties are possible if the case is taken to court or if there are related offences. You can get a maximum fine of £1,000 and a driving ban if the case goes to court.

The issue has hit the headlines again thanks to former England footballer David Beckham. He was recently banned for six months and fined £750 for using his mobile phone while drivers in London. He joins more 8,000 motorists each year with a similar conviction.

“The dangers of using your mobile phone while driving are well-documented, but even though the penalties for doing so have been toughened up in recent years, they don’t seem to be proving a sufficient deterrent based on recent statistics – even with the widespread availability of integrated hands free technology in most cars,” said Mark Carpenter, MD of Motorpoint.

“It’s clear from the results of our new poll that other road users would like to see more powers given to the authorities to ensure the message gets through to drivers that holding your mobile phone while behind the wheel is simply no longer acceptable in 2019 and anyone who continues to do so can expect to receive even harsher punishments.”

The Jaguar XE SV Project 8 is the most extreme iteration of XE on sale – but for some, it seems the performance four-door might be just a little too on the wild side.

For such shy and retiring types, Jaguar has launched a limited run of ‘discreet’ Project 8, with a smaller rear wing, more subtle colour options – and no garish body graphics.

Out goes the adjustable carbonfibre rear spoiler and in comes a fixed Gurney-type device – balanced by a fixed front splitter instead of the full-fat adjustable one.

Only 15 Jaguar Project 8 Touring will be built, making them the rarest of all the £149,995 race-honed performance saloons. Each will come in four-seat configuration, with a choice of four colours:

• Valencia Orange
• Velocity Blue
• Corris Grey Satin
• British Racing Green

Jaguar calls it a more “covert design that belies the… track-honed performance capabilities”. These include production sedan lap records for the regular car (pictured below) at the Nürburgring, Dubai Autodrome and Laguna Seca.

And although it’s more discreet-looking, the Project 8 Touring (again, pictured below) is still fast: it does 0-62mph in 3.7 seconds and only an electronic limiter stops it going at more than 186mph.

Jamal Hameedi, engineering director at Jaguar Special Vehicle Operations, said: “Project 8 has received outstanding critical acclaim since its launch, demonstrating the Special Vehicle Operations team’s ability to create a compact Jaguar sedan with supercar-rivalling performance.

“Touring specification extends the appeal of Project 8 to performance car enthusiasts and collectors who prefer a more discreet appearance, without compromising its driver-focused on-road dynamics.”

Jaguar Project 8: the full-fat version

Drivers paid out £12.4 million last year for failing to declare cars that are off the road and uninsured as SORN (Statutory Off-Road Notification). More than 73,400 also went to court for keeping a vehicle incorrectly registered.

The cost of a fixed penalty notice is £100. The average cost per person for drivers going to court was £205. If SORN is not filed for a car, then the law says it must be taxed and insured.

Drivers are finding themselves in hot water when they do not SORN their cars, even when not using them on the road. This all adds up to a 78 percent rise in offenders and fines compared with five years ago.

More than 169,000 motorists were held to account for insurance-related infringements last year, to the tune of £52 million in fines, according to Kwik Fit. That’s up 26 percent on 2013’s 134,000 figure, and around £20 million.

Many are simply unaware, but there is a significant proportion who are deliberately breaking the law. In total, 95,000 of the cases were against motorists driving a vehicle without insurance.

In terms of where is the worst for insurance crime, Sussex has seen a dramatic increase between 2013 and 2018. A figure of 2,319 cases in 2013 rose massively to 18,495 in 2018. Meanwhile, North Yorkshire is 42 percent down, from 1,337 in 2013 to 777 in 2018.

“Many drivers may assume that the offence of not meeting insurance requirements is due to making unapproved modifications or not maintaining their car properly, but in the majority of offences this is not the case,” said Roger Griggs, communications director at Kwik Fit.

”Drivers who decide not to use their car and take it car off road temporarily, for whatever reason, must ensure that they register a SORN with the DVLA.

“It is also vital to note that SORNs need to be renewed each year to ensure drivers keep within regulations. Registering a SORN is free, and as we have seen from our analysis, failing to do so can prove very costly.”