Class of 2004 | Six of the Best

Yep, that’s right – the first 997s are now 20 years old. For many the definitive modern 911, the 997 combined a more universally popular look than the 996 with everything that made its predecessor so good: the flat sixes were great, the handling fabulous, the dimensions just right for an everyday 2+2 sports car. The 991 that replaced this, larger and pointedly less traditional, wasn’t received as well. All of this is well known by now, of course, and it’s why the 997s retain such residual strength. That they went on to spawn unforgettable Turbos and GT3s has only helped the reputation. Some say the standard Carrera is the purer driving experience and less prone to engine issues, but then the additional capacity and power of an S are always hard to resist. This one is manual (of course), and benefits from lots spent by the previous owner. Predictable, yes, but there are many worse ways to spend £28k…

Remember the excitement around the DB9? It’s hard to remember any new Aston Martin being quite so eagerly anticipated. The V12 Vanquish had demonstrated what was coming for 21st century Astons, but as the last Newport Pagnell car there was still a link to the past. The DB9 kicked the Gaydon era off in memorable fashion: stylish, debonair, fast, soulful, and with an interior unlike anything we’d seen from Aston Martin before. A proper automatic, too, answering one of the major complaints about the automated manual Vanquish. The early ‘9s perhaps weren’t perfectly sorted to drive, though they undoubtedly improved with time – and that’s a heck of a lot easier to overlook at a fraction of the new price. Don’t forget this was followed up a year later by the V8 Vantage; it really was quite the time. We’ve cheated a little here with a 2005 car, but a manual V12 Aston Martin is pretty hard to resist. Especially at hot hatch money.

Another giant leap forward for a V12 GT, the 612 replaced the 456 that had been produced by Ferrari since 1992. The Scag was only Ferrari’s second all-aluminium model after the 360 Modena, in fact. Though an evolution of the 456’s 5.5-litre V12, the 5.7 produced another 100hp and a little extra torque to ensure proper flagship performance. Ferrari claimed a 199mph top speed for the 612, which was some going for a genuine four-seater. Handled, too, with 46:54 weight distribution. The looks may not have been loved by everyone, though the old Scaglietti seems far less awkward 20 years later. You’ll have to make do with an F1 gearbox unless very lucky, too. But such is the way that series production V12 Ferraris work, it’s possible to buy a 4,000-mile, beautifully preserved for the price of a new M4. Easy to understand why you might.

A derivative rather than an entirely new model, yes, though the introduction of the 111R in 2004 marked a very important new beginning for the Elise. It was Toyota 2ZZ powered, the first of the Lotus 8,500rpm screamers that became so loved in their years on sale. There had been exciting K Series cars, no doubt; the Toyota 1.8 offered up the same kind of thrills with a little less worry attached. A supercharged variant followed soon after, for even wilder performance alongside the thrilling redline. Installed in less than a tonne of glorious Lotus Elise, the engine made for a joyous sports car experience: fizzy, fun, fast and feelsome. Later cars didn’t rev so high or excite quite so freely. This one has lived a life, but is ready for track with a host of useful upgrades and an advisory-free MOT. Time to see what the fuss is about.

Excuse a niche choice, but we couldn’t resist. The Alpina Roadster S was launched at the Frankfurt motor show in 2003, and went into production in 2004, so that’s good enough. Plus, it was something a bit different even for Alpina: a two-seat sports car wasn’t really the kind of Buchloe ‘bahnstormer we were used to by the early 2000s. They did it properly, too, offering all 370 (167 in right-hand drive) with a ZF six-speed manual and using a 3.4-litre derivative of the S52 straight six to make 300hp. Not as much power as the M that followed, sure, but it’s not hard to see the appeal of something so rare that remains so stylish all these years later. This grey example has 66,000 miles, supported by a tonne of history, and is for sale at £18k. M cars aren’t for everyone, y’know…

Another one to make you feel old, the third generation of Land Rover Discovery went on sale in 2004. It marked a huge step forward for the Disco’s fairly agricultural origins, the Integrated Body Frame effectively combining the benefits of both a monocoque and a ladder-frame chassis for ultimate ability on- and off-road. And a lot of weight, too. But that didn’t prevent the Discovery from achieving considerable success, thanks to the way it looked, the way it drove, and the way it made all seven occupants feel. There really was very little to rival a Disco 3 for getting lots of people and lots of stuff a long way away. It’s why the fourth generation didn’t fundamentally alter the recipe too much – the Disco 3 nailed it. This one looks a nicely preserved example of the old bus in a smart spec with not that many miles – it’s yours for £10k.