Autocar's A-Z of excellent used cars

If you're looking to buy a used car but are unsure how to navigate the market, or are simply in need of some inspiration, look no further than our A-Z.

We've got everything from the £500 Mazda RX-8 to Lexus's £650,000 LFA to help you plot your journey no matter the budget, and we've provided a handy price guide so you can make sure you're getting the best deal on the forecourt (or driveway).

No, it’s not as competent as a Ford Focus RS or a Volkswagen Golf R32, but the 147 GTA is more powerful, better looking, more charismatic and more tasteful, and it makes a great noise. It ’s not short in the go department either, the funnelling of 247bhp to the front wheels one reason why some owners retrofit Alfa Romeo’s optional Q2 limited- slip differential.

The taming effect is significant, but civilised this GTA is not, it s super- stiff springs serving an often turbulent ride. But like the Abarth 595, the result is an exhilarating drive, especially immersed in the silken howl of Alfa’s Giuseppe Busso-designed V6. Which also happens to be exceptionally durable, water pump apart. Wear-prone suspension bushes, speedily eroded front tyres and snapping door handles are among t he few issues afflicting this handsome, collectable Alfa.

This is hard to beat for smiles per mile, as long as your trip isn’t long. Feisty performance and crudely effective handling soon drown out any objections to the odd driving position and jolting ride, which is why most owners enthusiastically overlook these deficiencies. Plus it looks and sounds great. Happily, this Abarth is as robust as its ride, but make sure the engine has had regular oil changes, and of the right grade.

This is still one of the most satisfying high-performance cars that Audi has made. The legendary B7-generation RS4 combines a thunderously symphonic 414bhp V8 with Quattro all-wheel drive, sophisticated suspension that includes hydraulic connection of the diagonally opposite dampers and 60% drive to the rear wheels. But the crucial difference bet ween this and Audi’s endless stream of inert performance cars is its responsiveness, adjustability and supple ride. Weaknesses are few, the most common being coil packs, warped discs and leaking dampers.

It was a brutally short, sentiment-stalled life for a very civilised diesel that makes the capable Bentayga (slightly) more practical. A monumental 664lb ft of punch, fixed-price servicing and middling economy help.

This is one of the finest- ever M cars, and it ’s fairly affordable too. It's subtly brutal style is matched by thumping go and a grippily driftable chassis. Manuals are far less common than automatics and thus pricier, although both tend to be reliable. The interior is a bit austere, if well equipped, and comes only in black. The later Competition version is slightly quicker and more desirable, even if the engine sounds less electrifying. The rare CS is depreciation-proof. It ’s almost a classic already.

M3 apart, the 330Ci provides the finest engine in one of the finest 3 Series: the E46. BMW’s trademark straight six sings like a turbine, its manners perfectly complementing this car’s deep-rooted civility, quality and competence. You can have it as a saloon, a coupé, a Touring estate or a cabriolet, the last of these the version you’re most likely to find. We prefer the sportier-looking coupé. Check for rust (front wings, wheel arches, rear subframe), worn suspension bushes and neglect.

A four-door 6 Series and very handsome with it, this Gran Coupé continues the sub-breed’s tradition for ferocious depreciation to yield striking bargains. Excellent engines and a cabin furnished more finely than most make it a great distance machine. It handles too, with fluency and panache. Room isn’t the best in the back, but then it’s a four-door coupé. Watch for failing air-conditioning condensers, warning lights that won’t extinguish and non-functioning electrical features.

So left-field that you must shop on the continent for it, this 556bhp supercharged V8 American version of the BMW M5 or Mercedes-AMG E63 is quicker than both, terrifically entertaining and ultra-rare.

Lots of them go for not much dough, the C4 is a more sophisticated ’Vette, if no BMW. The 375bhp ZR-1, wit h a Lotus-designed V8, is increasingly desirable. It’s tough, too.

The closest we punters can get to the most successful WRC car ever is the rare 178bhp C4 VTS. The Loeb limited edition offered a miserable 109bhp, so the revvy VTS is the one to get, slightly more seriously mimicking the French driver ’s machine. The C4 is packed with interest for budget wheels, including steering-boss-mounted controls, a translucent instrument display, a perfume dispenser and, on the VTS, the first lane-keeping tech.

Another not-quite-as-good-as the (Ford Fiesta ST) opposition machine, the WRC-inspired DS3 Racing offered a convincing 204bhp and a full-on driving experience spoiled only by its gravel-stage ride.

Cheap but far from cheerless, the Duster is a better all-rounder than you would expect. It’s available with four-wheel drive and is comfortable and reliable. Check for cabin water leaks and corrosion.

Not quite your entry-level Ferrari but great value. Sophisticated aluminium construction, a robust V8, terrific handling and – surprise – a decent ride make the 360 very easy to live with. Most have the F1 automated-clutch transmission that’s cost lier to maintain, and the rarer manual is worth more. The abundant Spider also commands slightly higher prices. Running costs are lower than for older Ferraris, if not cheap. Ball joints dying early and switches turning sticky are among the few weaknesses.

As extraordinary a sight now as it was when first seen, this potent five-pot is properly quick and, wit h cor rect maintenance, including the pricey belt change, will do big mileages. It has been collectable for a few years now, and low-milers will nudge £10,000. Don’t rule out the naturally aspirated 20v or four-pot 16v Turbo, which are also brisk. It’s a grippy chassis with tidy handling, if short of finesse. It seats four adults, too.

For entertainment per pound, the Fiesta ST is hard to top, especially as it’s practical, reliable and inexpensive to run. There’s ample choice, too, given the huge popularity of the 2008-2017 Fiesta. Plenty are modified, but if you prefer standard trim, watch out for tuned cars that have been returned to stock – not always competently.

The 182bhp 1.6 -litre engine is very tough, though, running to big mileages if well maintained. STs 1, 2 and 3 are trim levels, 3 being remarkably generous, with sat-nav, cruise control, heated seats, automatic lights and wipers, keyless entry and climate control. Also desirable is the ST-200, low-mileage examples of this 194bhp Mountune-modified version costing £15,000. But half that sum will score you a reasonably fit ST with plenty of fun to come.

High-revving, hardcore fun is to be had from every Civic Type R, although some serve more than others. Early brilliance can be enjoyed aboard the UK-built EP3 generation, its out line looking increasingly van-like and its interior memorable for the stubby gear-lever emerging from the base of the dashboard’s centre console. Slightly ratty ones can be had for just £3000, but well-kept, low-mileage survivors command five figures. Buy the best and depreciation will be minimal.

CR-Z stands for ‘Compact Renaissance-Zero’, but more remember the much-missed 1980s CR-X coupé that this Honda’s silhouette also references. The ‘Zero’ was about low emissions rather than no emissions, the CR-Z being a hybrid but nevertheless very economical. The idea was to create “a sports car without guilt”, according to project leader Norio Tomobe. It was a great idea but one that lasted just four years over here as the CR-Z’s dynamism short fall limited appeal. Today, though, it offers stylish fuel-saving for modest money.

Still quietly handsome, and well-cared-for examples can be found for well under £5000 and more typically £3000. A few have red leather inside, adding some class.

If you fancy a left-field, still-handsome SUV, consider the Infiniti FX. It’s available with a diesel or petrol V6 and, indulgently, a loaded 390bhp 5.0 -litre petrol V8.

As ever with ageing XJs, the X350 is a lot of luxurious, civilised car for the money – but unlike with older XJs, your silken reverie shouldn’t be shattered by chillingly expensive repairs. The big change was the aluminium body, eliminating the orange-brown perforations that have k i l led so many such Jags. True, you can find bubbling where panels join or crease sharply, but the corrosion doesn’t spread. Remember, though, that the subframes are steel. Mechanically this XJ is tough, and its foibles aren’t too costly to cure. The supercharged XJR is properly quick, too.

For a lot of robust, go-any where tow car for your money, a Mk3 Grand Cherokee has some allure. Most have wallet-shielding Mercedes diesels, but if you fancy yours with a Hemi, the 5.7-litre V8 is a great if thirsty engine. The cabin is crude but wears well, rust resistance is good and many are well equipped. Fully independent suspension produces handling more sanitary than earlier generations managed. These aren’t sophisticated but are good value if you need their abilities.

Freshly deleted after just four years, Kia’s first rear-driven model is likely to become a Korean classic. The 366bhp twin-turbo 3.3 -litre V6 will be the most collectable version of this rapid, practical and impressively capable sports saloon. The GT S has loads of kit, too, including electronic dampers and Brembo stoppers. Little goes wrong and even the oldest still falls inside Kia’s seven-year warranty.

This is your handsome entry-level Lamborghini. Tread carefully, though: troubles range from clocking to track abuse and cover-up wraps to crash damage. Check that the seller is the actual owner, too. Early 493bhp 5.0 -litre cars are less desirable than the 2006-model-year 513bhp cars that featured chassis, gear ratio and exhaust upgrades, plus the Spyder option. The 2008 560-4 facelift produced 552bhp f rom a 5.2-litre V10 of revised firing order, reduced weight and improved economy. Vastly more reliable than Lamborghinis used to be.

No M3 or C63 but close until the limit is reached. Memorable thrust, subtle style, decent dynamics, Japanese reliability and rarity (only 232 were sold in the UK) provide rare-groove allure.

A couple of obstacles stand between you and LFA ownership. First, you need to find somewhere bet ween £650,000 and £900,000 (or near double that if it has the Nürburgring package); and second, you will be at tempt ing to buy from a global pool of only 500 cars. Of those, just five live in the UK, according to DVLA data. Most will be coddled in heated garages, and when you look at spares prices (an LFA badge costs £4700...), you will understand why.

The Evora wasn’t the success it should have been, despite its bold leap (for Lotus) in terms of quality, equipment and usability. A bulletproof Toyota drivetrain, Hethel’s sublime dynamic mix and strong if slightly off-target styling weren’t enough. Slightly underpowered early cars are now well under £30,000. You will need £35,000 for the more desirable supercharged S. A sometimes vague manual shift, door hinge and handle trouble on early cars and the odd rattle are among the few problems.

There were once 23,500 Mazda RX-8s on Britain’s roads. Now t here are 3900, plus 6000 on SORN. As the last was sold new 12 years ago, such attrition isn’t so surprising, except that the RX-8’s signature rota r y engine is notorious for failing to start. Sometimes it merely floods, but often it’s seal wear and more. This and rust have killed many an RX-8. A cheap, low-risk way to ownership is buy ing a non-runner for a few hundred quid and having an engine rebuild.

No fewer than 12 years’ worth of production, even at low volume, means plenty of choice and a spectacularly wide, £70,000 price range for this still handsome, still glamorous four-seat coupé. The 4.2-litre and early 4.7-litre cars suffer timing variator trouble; other wise, problems stem from missed maintenance and lack of use. Bills can be high, servicing less so, and fuel consumption is a discouragement. But nowhere will you buy so much elegance, so much go and such an intoxicating soundtrack for the money.

‘Bargain supercar ’ is a cliché, but in the case of the 12C, as it was less clumsily called after 2012, it ’s true. For a mere £70,000 (well, it ’s all relative), you can acquire this most sophisticated of supercars, with a full service history and a pretty modest mileage. Its Ferrari 458 Italia equivalent will require another £50,000 -£60,000 of you.

True, the 458 delivers a decidedly more operatic soundtrack and less hear t-stopping on-the-limit-handling, but is that really worth the price of a decent BMW 4 Series? The 12C rides better, too. It carries itself over bumpy roads extraordinarily well, hydraulic side-to-side interconnection providing exceptional damping control. It ’s a car you can live with, although most are used sparingly. Parts prices are high, but issues are relatively few and servicing costs reasonable.

Supreme compactor of motorways, Mercedes’ early-21st-century flagship can now be had for the same money as one of the bills you could be hit with if you choose a wrong ’un. Catastrophes can include failure of the ABC air suspension, idler-wheel failure in early V8s, coil failure for the 6.0-litre V12 and issues with the massage seats and stereo amplifier. All of which explains the low prices. But buy carefully and revel in the opulence.

Fewer than 900 examples of t he rear-wheel-drive, Ford Mustang V8-engined ZT were built, the conversion from (Rover 75) front drive to rear executed very effectively by Prodrive. Rare, interesting and able.

The Clubman’s eccentric, asymmetric and beautifully engineered body, with its split rear doors and offside ‘club door’, made for a uniquely handsome Mini. Consider this second-generation BMW-era Mini as a shooting brake rather than a full estate and you won’t be disappointed by its load bay – which with the seats down isn’t bad. They were well made and potentially generously optioned, but the early petrols (codenamed N14) can be troublesome. Look for redesigned N18 engines, which have a large plastic cover, from early 2010. The Cooper S is terrific fun.

One of the best affordable family cars but not as fault-free as you might expect. There are more than 600,000 in Britain, so you’ll never be short of choice. Late, low-mile 360s (sat-nav, Bluetooth, around-view monitor) command five figures.

This relatively unloved big cruiser is now fantastic value. The rare 3.0-litre V6 petrol manual is the least unsporty, the diesel V6 a great all-rounder if you don’t mind an oil-burner. It’s well equipped, and the extended leather option adds class. The Coupé was built more carefully on a separate line from 407 saloons and estates but can still be immobilised by the odd faulty ECU. This is a refined car with great grip but not so agile.

Peugeot’s pretty Audi TT-alike is now tempting value. The 1.6 THP is the most desirable, especially in rare 267bhp R form. The RCZ is well made, if a bit short of dynamism.

The problem-child 911 is now coming in from the cold. The issue mostly was IMS (inter mediate shaft) bearing failure or fear of said engine-wrecking disaster. The incidence is lower than the stories imply and many have been cured with modified parts, but the risk remains. This continues to be the cheapest way into the 911 world and is a great drive to boot.

The original 300bhp, 1320kg 3.4 is 4.5sec-to-60mph quick and, unlike modern 911s, it ’s pleasingly narrow if you avoid the (voluptuous) wide- body 4S. Post-2002 315bhp 3.6s are currently more desirable, although the original fried-egg- headlight 3.4 C2 may yet have its day. Besides the IMS bearing and t he need to keep the battery on trickle charge, problems are few. Although galvanised, the bodies of early cars might have rust.

On a best chassis-per-pound basis, not hing betters the 986 Boxster. The 2.7 offers the choicest blend of steering, ride and athleticism.

We thought this car so ugly when it appeared 20 years ago, but now it looks okay – spectacular, even, as a Turbo. Spectacular is also the word for the bills that a pre-2007 Cayenne can generate. Disintegrating cylinder liners on the 4.5 -litre V8 S, air suspension failure, computers that say no... Some Porsche specialists won’t touch them. Turbos and V6s are safer bets, but get an expert inspection. If it works, the rewards are great.

A brilliant little buzz bomb, especially with the Cup chassis if you don’t mind a shaken spine. Tired examples are still cheap, but signs of its desirability can be seen in the five-figure sums paid for variants like the F1 Team edition. Early 197 cars are low-geared for motorways, but from late 2008 the ratios were raised. Renaultsport tweaks mean the newer the car, the more pleasing it will be. Many weak gearboxes have been fixed.

If you want to join the EV throng on the relative cheap, Renault Zoes and Nissan Leafs are the most affordable and sensible choices out there. Pre-2015 Zoes with the 22kWh battery are cheapest, because of their nominal 130-mile range. The subsequent 41kWh version will do 250 miles (or 174 miles in the real world), which is enough for the majority of drivers. Most Zoes come with a battery that you must lease. Reliability is good and maintenance is cheap.

This may be a classic, but, with 40,000 built, the choice is plentiful. Well-cared-for examples promise decent reliability and a lavish, leather-fragranced experience every time you take that black, thin-rimmed wheel. Around £35,000 will get you one of the best four-doors, £50,000 the rare two-door coupé. The convertible, produced until 1996, is more. Check for recently overhauled brakes and Citroën-derived hydropneumatic suspension by a specialist, plus rust. Pre-1977 models are softly sprung but a vaguer steer.

This was Rover’s last car – and ironically among its best, thanks to BMW. It’s very well built and, as a V6 auto, amazingly refined. The wagon is extremely practical, too. Reliability is mostly very good. The K-series four-cylinder petrols are prone to head-gasket failure, but the fix isn’t expensive. Manual clutch slave-cylinder failure is a pricey repair. Check the sills for corrosion; some suffer badly, others not at all. The earlier the build, the less cost-reduced it will be. Spares supply and owners’ clubs are excellent.

Saab’s last new model was a big, handsome beast t hat was mostly very good but killed in its prime. Prices are surprisingly high for clean ones. Parts are still available.

The Yeti provides masses of space on a modest footprint. It's brilliant for child-seat families and cumbersome loads, besides being a pleasant and economical drive.

A lot of dinky, burbling fun once you’re used to the unhurried paddle-shift gearbox and cheap to run. It needs a covered home (they leak) but is tough.

A lot of dinky, burbling fun once you’re used to the unhurried paddle-shift gearbox and cheap to run. It needs a covered home (they leak) but is tough. Need a tough, characterful, go-any where car that isn’t the size of a decent garden shed? If so, Subaru’s quirky Forester could be for you. It’s no beauty, but owners love this wagon and its engine’s distinctive warblings, workmanlike interior and standard-fit all-wheel drive. Off road, the Forester is usefully better than its rivals. On t he road, it shines less brightly. All engines, diesel included, are flat fours. It’s a car for a particular pat tern of usage, in which it excels.

The neatly styled, cheerfully peppy first-generation Swift Sport made for a great baby warm hatch. Its 123bhp was enough for plenty of entertainment, especially with sharp steering and not a lot of roll. The ride could get busy, but it was always more composed than the contemporary Fiat Panda 100HP. This was an old-school hot hatch, its extra power coming from high-lift cams and freer-flowing exhausts and its cabin gussied up with mood-lifting splashes of red. It’s getting rare but is collectable.

The first Tesla was Lotus Elisebased and Hethel-built. It had exceptional performance and, for the day, range, 130 miles on a single charge being entirely realistic. It cost £88,000 new and is clearly depreciation-proof.

A heart-warmingly oddball box designed for low-environmental-impact urban life, the iQ was the first petrol car to emit less than 100g / km of CO2. Generously and cleverly packaged for two up front and two tiny short-trippers in the rear, the iQ has proportions as striking as its size. Despite the short wheelbase, its ride and high-speed stability are pretty good. Sales ended early in the UK because of an unfavourable exchange rate. It's still a great city-car buy.

So many hot Vauxhalls have been ‘nearly’ cars, but the Corsa Nürburgring was a happy exception. It needed to be with a name like that. The start point was a Corsa VXR, the key addition being a highly effective limited-slip differential, pulling the car tighter into curves. Power was up 13bhp to 202bhp, but more important were the inverted Bilstein dampers, progressive springs and Brembo brakes. With that diff, this Corsa was a joy on road and track.

Easily the most potent version of Volkswagen’s pretty four-seat coupé, the 261bhp R featured a 2.0 -litre TFSI intercooled turbo – a different engine from the lesser 2.0 TSI – and could spear 60mph in 5.8sec. Still more power came with the 2014 facelift, boosting output to 276bhp. It’s essentially the same as the cheaper Golf GTI, slightly undermining its appeal, but the Scirocco’s unusual shooting-brake style has its own allure and will doubtless make a classic of it eventually.

Serious issues are few, apart from with the sometimes expensively unreliable DSG transmission. These were better after 2012. If the car has adjustable dampers, check that all modes work; and watch out for rust y tailgate struts and panel damage around the rear, which is hard to see when you’re reversing.

This was Ferdinand Piëch’s science-experiment tandem-seater, of which only 250 were produced. One rarely comes up for sale, but it does happen. The plug-in hybrid two-cylinder turbodiesel isn’t at all demanding, at 100mpg-plus.

Volvo’s highly successful first SUV combined space, safety and versatility with the brand’s robustly tasteful design and at tractive cabins. Most popular was the D5 five-cylinder diesel; petrols include the rare twin-turbo V6 (T6) and the rarer V8. The XC90’s unexpectedly long career necessitated three facelifts, its persistent popularity providing plenty of choice. All versions are well equipped, but adaptive suspension, sat-nav, climate control, parking sensors and cruise were standard from the 2009 model year. This is a robust car with few issues.