In the 1980s, nobody parked a brand-new Ford Fiesta outside the house and congratulated himself on a shrewd investment. It was a cheap family car, expected to soldier on until the repair bill exceeded its value, after which the battered old thing would rattle off into the scrapyard sunset. Ford went on to sell more than 20 million Fiestas across eight model generations before production ended in 2023.
As the model turns 50, the early cars that survived four carsick children in the back seat and somehow dodged the crusher are being insured as classics, with asking prices that would have left their original owners wondering whether somebody had added an extra zero by mistake.
Hagerty UK provides a tangible sign of that change. The insurer offers classic-car coverage for vehicles aged 15 or older, provided the vehicle travels no more than 5,000 miles (8,047 km) annually and the owner has another car for regular use. It explicitly lists the Ford Fiesta among the models it covers. Such policies are based on an agreed value rather than the depreciating market value used in conventional insurance.
Prices are beginning to reflect the new status. Car & Classic records an average Fiesta price of £5,205 ($7,027), 5% higher than at the end of production. The highest recorded sale was £26,995 ($36,443). Performance versions command more, but even basic first-generation Fiestas are now advertised for almost £10,000 ($13,500). Millions were built, yet few owners thought an ordinary Fiesta deserved careful storage.
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America Is Saving Its Family Cars
In the United States, OpenRoad considers every car, truck or SUV built before 1989 eligible for collector coverage, as long as it is not used as a daily driver. Newer vehicles may also qualify. The cutoff now includes Ford Taurus sedans and early Dodge Caravan minivans, two cars that shaped ordinary American life in the 1980s and 1990s. Surviving Chevrolet Cavaliers are beginning to qualify as well. Most were driven hard and discarded, so finding one in original, well-preserved condition is unexpectedly difficult.
Younger collectors are accelerating the change. Hagerty says Generation Z is its fastest-growing customer group, with the number of policies held by Gen Z customers rising 48% from a year earlier. These buyers remember the Taurus in their parents’ driveway and the minivan used for family vacations. The emotional pull comes from familiarity rather than horsepower or prestige.
The Last Cars With Buttons
Calling these vehicles analog is shorthand. Cars from the 1990s already had electronic engine management and computerized safety systems. Their controls remained physical, however. Collectors are buying the last cars whose basic controls did not require navigating a touchscreen.
The advantage of physical controls is measurable. In a Swedish test, drivers completed four common tasks in a 2005 Volvo V70 in 10 seconds, covering 306 m. The same tasks took 44.6 seconds and 1,372 m in the worst-performing touchscreen car. Since 2026, Euro NCAP has awarded credit for accessible physical controls when assessing new vehicles.
Other mechanical features are vanishing as well. Only 67 of 292 new models examined in Britain were still available with a manual gearbox in early 2026, according to CarGurus research. That was down 18% from a year earlier.
This year’s sold-out Festival of the Unexceptional in England attracted more than 4,500 visitors and 2,500 cars. The winner was Gordon McNeill’s 2001 Volkswagen Polo, which has 49 horsepower and 176,000 miles (283,244 km) on the odometer. McNeill has owned it for 20 years, used it as his wedding car and driven it around the Nürburgring. It remains the first and only car he has ever owned, and he still drives it every day.
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