It is getting difficult to spot future classics but there are a few that stand out for investors and car lovers alike. And they are not exotic supercars or GTs. Collectible cars stand out from the crowd and there are very few cars more desirable than a homologation special. Think back to the likes of the Lotus Cortina, Fiat Abarth and Mini Cooper S, all could have lived up your road but looked equally at home on the race and rally courses around the world.

South Africa has a few to mention, the likes of the Peranas, Chev CanAm, Superboss, XR8 and BMW 745i and 325is. Interest in these local cars is increasing and you can occasionally find them in the classifieds. Not many international homologation saloons made it to our shores. We were left out in the cold and the fact that European specials were generally left-hand drive made the likes of these four cars rare and highly desirable.

Motorsport is a key point in these road cars' appeal, inversely and as with any symbiotic relationship the road car aspect was crucial in the models going racing.

To qualify for Group A or B homologation, a minimum of 2500 cars out of a 25 000 per annum strong model range needed to be built in a year and the FIA allowed 'Evolution' models, slightly hotter versions, to be homologated with a minimum of 500 cars. For this reason the Evo models followed quickly, sometimes only months, after the original homologation special launch.

In 1982 Merc launched the W201 190 model. It had cost a massive amount to develop and poor sales would have severely dented the German giant's reputation. At first the idea was to rally the 190, with the intent on repeating the 1970s success of the 450SLC. Cosworth was roped in to develop an engine. Unfortunately for 190 fans Audi launched the S1 quattro and its rally dominance scared off Merc, forcing the shelving of the 190 Cosworth rally programme.

Mercedes had a car but needed somewhere to show it off. It debuted the Cosworth road version at the '83 Frankfurt show and took to the circuit racing in the German Touring Car Championship (DTM). Originally the 190 Cosworth, as raced by Senna and Prost in an F1 PR event, was a 16 valve with a capacity of 2.3 litres but rules and the desire to stay competitive soon saw the cubic capacity pushed up to 2.5 litres.

The car then evolved through Evo I and Evo II stages, although the majority of this progress was aerodynamic. The easiest way to separate an Evo I from a II is compare wheel arches. The earlier car has small wheel arch extension while the latter has some heavily flared units. The wheels also differ with the 6-spoke found on the II. This car is an Evo 1 but the owners, Mercedes Benz specialists Carcol Executive Auto, fitted the Evo II alloys.

AMG, renowned for breathing on race Mercs, came on board in 1988 and between them Merc and AMG garnered over fifty DTM wins.

The 190's stiffest challenge, both on and off the track, came from the BMW M3. Even though an M3 did scoop a World Rally victory, BMW too set their sites on circuit. Evolution models also appeared. Driver's names like Roberto Ravaglia, Will Hoy and Johnny Cecotto became synonymous with BMW M3s on track as they won titles around the world. In fact the M3 is regarded as the world's most successful road racecar, having won more races than any other model.

Championships included DTM, European Touring Car Championship, British Touring Car Championship and even the one-off World Touring Car Championship title in 1987. The E30 M3 was also a multiple winner of the Nürburgring and Spa 24 Hours.

The M3 we got our hands on is one of only a couple in SA, what makes it even more special is the dash-mounted plate. The tag proudly shows that it is one of 505 limited editions that were commissioned to celebrate Johnny Cecotto's win in the Italian Touring Car Championship.

The most noticeable difference between the M3 and the rest of the E30 range was the visually aggressive aerodynamic kit and square boxed wheel arches. Closer scrutinising revealed that it has three times the castor of a normal E30 and inherited the brakes and wheel bearings from the E28 5-series. BMW only needed to build 5000 M3 units for homologation purposes but sales soared, even in cabriolet form, so production continued until 1991 and the number produced reached 18 000.

While the BMW and Mercedes cut their teeth on tar, the final two in our dream car shoot made waves on the World Rally Championship stages. Lancia's Delta was launched in 1979 but it wasn't until 1986, and the Delta HF Integrale, that the model etched itself as a classic. First up was the 8-valve version that sported a 2-litre force lump. Power was upped with a 16-valve head in 1989 and then, like the Beemer and Merc, the Evolutions followed. The first Evo I cars were built towards the end of 1991 and the version seen here, the Evolution II hit the shelves in 1993. This particular car was one of the last 200 made and the Monte Carlo badge indicates it was a special edition for the UK market, despite it being a left-hooker.

The Evo II was the top of the pile in the power and torque department despite being fitted with a 3-way catalytic converter. Technology has taken leaps over the last fifteen years but the Lancia will still blow off many modern hot hatches. Technology, both mechanically and aerodynamically, was responsible for breakneck acceleration and outstanding handling capabilities. The boxed arches, adjustable wings and vented alloys were fully functional and not just to please the boy racer.

Believe it or not but the wing on the Ford Escort RS Turbo was not there to satisfy the boy racers' desires either. The massive ironing board-like appendage was in fact first used on the successful Cosworth Sierra before being adapted to suit the Escort in 1992. Ford's main aim for the Escort was a rally championship and like Mercedes they employed Cosworth to develop the engine. By then four-wheel drive and Turbo-charging were commonplace in rallying and the Escort followed suit. The compact hatch blasted to eight Group A and two WRC victories.

Production of the RS continued until 1996 when tough EU noise restrictions meant that Ford had to pull the plug. RS Turbo production figures are claimed at 7145.

We aren't comparing apples with apples, or evolutions with evolutions. This combined with brand favourites makes choosing a winner impossible but one thing is for sure, purchasing any one of the four is a safer investment than sticking your cash under the mattress.

With current cars it is getting harder to spot the classics as fewer and fewer manufactures are building true homologation specials. BMW's current M3 is a V8 while their World Touring Car racer is a four. The latest 190 Cosworth offspring, the C63 AMG doesn't really race anywhere and Ford's WRC car is miles apart from any of its road cars.

And Lancia? We caught a sneak peak of its latest Delta and it doesn't stir the soul much more than a Fiat Croma. Maybe the Italian brand should build a few thousand lightweight fire-breathing specials that want nothing more than to compete. It seems to have worked before.