Top 10 Sports Cars 1968 — Best Overall + Best Value

Direct Answer

The best sports car of 1968 was the Jaguar E-Type Series 1.5 4.2 — our Best Overall of 1968, at a 1968 MSRP of roughly $5,560 for the roadster. It paired a 150-mph top end with styling so striking that Enzo Ferrari reportedly called the original the most beautiful car ever made.

The smartest money, though, went to the Datsun 2000 Roadster (Fairlady) — our Best Value of 1968, at a 1968 MSRP of about $3,000 — which delivered 135 horsepower and a rare five-speed gearbox for less than the price of most British rivals.

The 1968 model year was a pivotal one for sports cars. Chevrolet retired the elegant C2 Sting Ray and launched the all-new C3 "shark" Corvette, while Jaguar quietly shipped the late, federalized Series 1.5 E-Type as U.S. Safety and emissions rules began reshaping the whole class.

What follows is a retrospective ranking of the ten cars that defined that year, judged the way an owner in 1968 would have judged them, plus what they have become as classics today.

How We Ranked the Top 10

This was a true sports car list, so muscle cars were deliberately set aside. We weighted the field like this:

• Driving fun and handling — 30%: the core of what a sports car is for, period and now.
• Performance — 20%: horsepower, 0-60, and real-world pace from period road tests.
• Value in period — 15%: what you got for your 1968 dollars on the showroom floor.
• Reliability — 15%: how dependable the car was to live with, then and over decades.
• Style and legacy — 10%: design impact and how the name aged.
• Collectibility now — 10%: what the car is worth today and how it has trended.

Sources include period road tests from *Road & Track*, *Car and Driver*, and *Car Life*; current valuation data from Hagerty, Classic.com, and Bring a Trailer auction results; plus model histories from Wikipedia and marque buyer's guides. Real 1968 prices and specifications are used throughout — no invented figures.

1. Jaguar E-Type Series 1.5 4.2 🏆 BEST OVERALL

1968 MSRP: $5,560 | Best for: the driver who wanted supercar looks and 150 mph without a Ferrari price.

The Series 1.5 was the transitional E-Type, built as the U.S. Tightened safety and emissions rules midway through production. Its 4.2-liter inline-six made 246 horsepower in twin-Stromberg U.S.

Tune (down from 265 with the home-market triple SUs), good for 0-60 in around 7 seconds and a genuine 150-mph top speed. Open headlights and revised switchgear marked it apart from the earlier covered-light cars. It drove with a fluid grace that few rivals matched, and it remains one of the most beautiful shapes ever drawn.

Today a Series 1.5 roadster averages well over $70,000, with the best examples crossing $160,000 at auction.

Pros:

• Stunning, era-defining design that still stops traffic decades later.
• 150-mph performance from a smooth, torque-rich 4.2-liter six.
• Strong and rising collector values that reward originality.
• Real grand-touring comfort uncommon among sports cars of its day.

Cons:

• U.S. Emissions tune cost it roughly 20 horsepower versus home-market cars.
• Lucas electrics and cooling demand a patient, hands-on owner.

Verdict: The complete package — beauty, speed, and pedigree — made the E-Type the car to beat in 1968 and the one to own now.

2. Porsche 911 (2.0) 🏆

1968 MSRP: $5,450 | Best for: the enthusiast who valued engineering and feel over flash.

The 1968 911 used a 2.0-liter air-cooled flat-six making about 130 horsepower, driving the rear wheels through a five-speed gearbox. It was quick for its size and, more importantly, communicated with the driver like almost nothing else — steering, throttle, and that distinctive rear-engined balance rewarding skill.

Reliability and build quality were a clear step above the British and Italian competition. Early short-wheelbase 911s have become blue-chip collectibles; clean air-cooled cars from this era now sit well over $100,000, and rare variants have crossed seven figures.

Pros:

• Unmatched steering feel and a chassis that rewards commitment.
• Bulletproof air-cooled flat-six with real longevity.
• Five-speed gearbox when many rivals offered four.
• Blue-chip appreciation among the strongest of any 1968 car.

Cons:

• Tail-happy handling at the limit punished careless inputs.
• The most expensive serious sports car on this list when new.

Verdict: The driver's purist's choice in 1968, and a financial home run since.

3. Chevrolet Corvette C3 (327/350) 🏆

1968 MSRP: $4,663 | Best for: the American buyer who wanted exotic looks and big power for the money.

Nineteen sixty-eight introduced the all-new C3 "shark," its swoopy Mako-inspired body draped over the proven C2 chassis. The base 327-cubic-inch V8 made 300 horsepower, an optional version reached 350, and three 427 big-blocks topped out at 435 horsepower. A 350-horsepower car ran 0-60 in about 7.1 seconds; the hottest 427s dipped under 6 seconds.

It was a relative bargain for the performance, though early C3s drew complaints about rushed assembly quality. Big-block and well-kept small-block C3s today range from the mid-$20,000s into the $60,000-plus territory.

Pros:

• Dramatic new shark styling that defined a generation.
• Enormous performance per dollar, especially with the big-block 427.
• Removable T-top and convertible body styles for open-air drama.
• Deep parts and restoration support that survives today.

Cons:

• First-year build quality was uneven and widely criticized.
• Heavier and less nimble than the European sports cars above it.

Verdict: The performance bargain of 1968 — loud, fast, and unmistakably American.

4. Mercedes-Benz 280SL "Pagoda" 💎 BEST VALUE

1968 MSRP: $7,400 | Best for: the buyer who wanted a sports car they could drive every day for decades.

The final and most refined W113 "Pagoda," the 280SL paired a 2.8-liter fuel-injected inline-six (around 170 horsepower in Europe, 160 in the U.S.) with a choice of four-speed manual or automatic. It was no canyon-carver, with 0-60 near 9 seconds, but it offered build quality, comfort, and durability that no rival approached, plus the signature concave hardtop.

As an ownership proposition over the decades, nothing here came close — which is why we flag it as the lasting value pick despite its high sticker. Today the 280SL averages around $170,000, having climbed steadily for years.

Pros:

• Legendary Mercedes build quality and long-term durability.
• Fuel injection for crisp, reliable running when rivals used carbs.
• Iconic pagoda hardtop and timeless, elegant lines.
• Exceptional value as a decades-long keeper, not a weekend toy.

Cons:

• The highest sticker price on this list when new.
• Modest acceleration by sports car standards of the day.

Verdict: The most expensive to buy, the cheapest to own over a lifetime — the connoisseur's value play.

5. Datsun 2000 Roadster (Fairlady) 💎 BEST VALUE

1968 MSRP: $3,000 | Best for: the value hunter who wanted big specs for small money.

The SRL311 Datsun 2000 punched far above its price. Its 2.0-liter inline-four made 135 horsepower with the optional Solex carbs, fed through a five-speed gearbox that British rivals could not match at any price. It ran 0-60 in roughly 9 seconds, handled tidily, and previewed the engineering confidence that would deliver the 240Z.

For around $3,000, it undercut nearly everything while offering more gears and more power. Long overlooked, clean examples have climbed steadily and now trade well into five figures.

Pros:

• Five-speed gearbox unheard of at this price in 1968.
• 135 horsepower that embarrassed pricier British roadsters.
• Japanese reliability ahead of its European peers.
• Outstanding value, the best specs-per-dollar of the year.

Cons:

• Thin dealer network and parts support in period outside Japan.
• Less brand cachet then than the established European names.

Verdict: The thinking buyer's bargain of 1968 and a quietly appreciating sleeper today.

6. Porsche 912

1968 MSRP: $4,950 | Best for: the buyer who wanted the 911 experience at a four-cylinder price.

The 912 wore the same gorgeous 911 body but used a 1.6-liter flat-four, derived from the 356, making about 90 horsepower. It was slower in a straight line, but the lighter nose gave it sweeter balance than the early 911, and it sipped fuel. It outsold the 911 two to one early on precisely because it delivered most of the magic for less money.

Once dismissed as the poor man's 911, the 912 has since been embraced by collectors and now commands strong, rising prices.

Pros:

• Better front-to-rear balance than the early 911 thanks to the lighter four.
• Genuine 911 looks and quality for materially less money.
• Frugal and durable flat-four drivetrain.
• Rising collector interest after years of being overlooked.

Cons:

• Down on power versus the six-cylinder 911.
• Four-cylinder lacked the 911's signature soundtrack.

Verdict: The smart way into early Porsche ownership, then and now.

7. Lotus Elan S4

1968 MSRP: $4,295 | Best for: the purist who prized handling above all else.

Colin Chapman's Elan was the handling benchmark of its era. A 1.6-liter Ford-based twin-cam made around 105 to 115 horsepower, but the car weighed only about 1,500 pounds, so it ran 0-60 in roughly 7 seconds and changed direction like nothing else on the road. Its backbone chassis and supple suspension set a standard rivals chased for years.

The trade-off was fragility — fiberglass bodies and fiddly details demanded devotion. Good Elans today are prized and command strong prices among those who know what they drive like.

Pros:

• Class-defining handling that remains a benchmark.
• Featherweight build making modest power feel rapid.
• Genuine giant-killer pace through any set of corners.
• Beloved by purists, supporting solid collector demand.

Cons:

• Notorious fragility and patchy reliability.
• Tiny cabin and minimal weather protection.

Verdict: The driver's driver's car of 1968 — buy one for the road, not the spec sheet.

8. Triumph TR250

1968 MSRP: $3,395 | Best for: the buyer who wanted six-cylinder smoothness on a budget.

The one-year-only TR250 was the U.S.-market sibling of the European TR5, fitted with a 2.5-liter inline-six choked by emissions rules to 111 horsepower instead of the TR5's 150. Performance was relaxed — 0-60 in about 10.6 seconds — but the six was torquey and smooth, and the price was right.

Its distinctive nose stripe and one-year status make it a quietly desirable Triumph today, still affordable relative to flashier rivals.

Pros:

• Smooth straight-six with easygoing torque.
• One-year-only rarity that adds collector appeal.
• Affordable entry price in 1968 and still today.
• Simple, fixable mechanicals for the home enthusiast.

Cons:

• U.S. Emissions tune left it well down on power.
• Leisurely acceleration versus its specification on paper.

Verdict: A charming, smooth-riding budget classic with one-year exclusivity.

9. MG MGC

1968 MSRP: $3,350 | Best for: the buyer who wanted MGB looks with grand-touring muscle.

The MGC added a 2.9-liter inline-six making 145 to 150 horsepower to the familiar MGB body, lifting top speed to around 120 mph. The extra weight over the nose dulled the MGB's sweet handling, and the press were lukewarm in period, which kept prices and sales down. History has been kinder: as a long-legged six-cylinder GT, the MGC is now appreciated for the relaxed cruiser it always was, and values have firmed up accordingly.

Pros:

• Torquey 2.9-liter six for effortless cruising.
• Roughly 120-mph top speed, well clear of the MGB.
• Familiar, handsome MGB styling with overdrive availability.
• Reappraised and rising after decades of being underrated.

Cons:

• Nose-heavy balance dulled the MGB's famed agility.
• Cool period press reviews hurt its early reputation.

Verdict: A misunderstood six-cylinder GT that finally earns respect as a relaxed tourer.

10. Fiat 124 Sport Spider

1968 MSRP: $3,400 | Best for: the buyer who wanted Pininfarina style and a twin-cam on a budget.

The Pininfarina-bodied 124 Sport Spider brought Italian flair to the affordable class. Its Lampredi-designed twin-cam four — about 90 horsepower in early 1.4-liter form — revved willingly, and the chassis offered front disc brakes and a slick five-speed. It looked far more expensive than it was and was a genuine joy on a winding road.

Rust was its lifelong enemy, but clean, sorted Spiders are climbing in value as buyers rediscover their charm.

Pros:

• Pininfarina styling that looked twice its price.
• Eager twin-cam engine and a five-speed gearbox.
• Disc brakes and tidy handling for the money.
• Strong value with growing collector appreciation.

Cons:

• Serious rust vulnerability if neglected.
• Modest power in early 1.4-liter form.

Verdict: Affordable Italian style and a willing twin-cam — a budget classic on the rise.

Buyer Decision Tree — Which One Was Right for You?

What to Look For in a 1968 Sports Car (Then and as a Classic Now)

• Rust first, always: check sills, floors, frame rails, and around the windshield. British and Italian cars especially rot from the inside out; a clean body trumps a strong engine.
• Originality and matching numbers: verify the engine and gearbox match the chassis where records exist. Original drivetrains command a meaningful premium on the E-Type, 911, and Corvette.
• Parts availability: the MGB-family, Corvette, and 911 enjoy deep parts support; the Datsun 2000, MGC, and TR250 are thinner, so factor sourcing into the buy.
• Electrics and cooling: Lucas wiring and marginal cooling are the classic British weak points; budget time and patience rather than expecting perfection.
• Service history: a thick folder of receipts is worth more than a fresh repaint.
• A note on what matters less than nostalgia implies: minor trim imperfections, a non-original radio, or a slightly tired interior rarely hurt long-term value or enjoyment. Buyers obsess over cosmetic details that fade beside a solid structure and a sound, honest drivetrain.

FAQ

What was the best sports car of 1968? The Jaguar E-Type Series 1.5 4.2 earns our Best Overall title for combining 150-mph performance, grand-touring comfort, and arguably the most beautiful design of its era, all for far less than an equivalent Ferrari.

What was the best value sports car of 1968? Two stand out. The Datsun 2000 Roadster offered the most raw specification per dollar at about $3,000, including a rare five-speed. As a lifetime keeper, the Mercedes 280SL — costly to buy but cheapest to own over decades — is the connoisseur's value pick.

How much did a new Corvette cost in 1968? The all-new C3 Corvette started at roughly $4,663, and the base 327 V8 made 300 horsepower, with optional engines reaching up to 435 horsepower from the 427 big-block.

Which 1968 sports car has appreciated the most? Early air-cooled Porsche 911s and Jaguar E-Types have seen the strongest gains. Clean 1968 911s now trade well over $100,000, and exceptional E-Type roadsters have crossed $160,000, with rare variants reaching seven figures.

Were these cars reliable when new? It varied widely. The Porsche 911 and Mercedes 280SL were notably dependable, the Datsun was robust, while the British and Italian cars demanded patience with electrics, cooling, and rust.

Is a 1968 sports car a good classic to buy today? Yes, provided you buy the best body you can afford and verify originality. Structurally sound cars from this year have held or grown their value, and they remain genuinely rewarding to drive.

Bottom Line

Nineteen sixty-eight was a hinge year for sports cars: Chevrolet's bold new C3 shark arrived, the E-Type entered its late Series 1.5 phase under tightening U.S. Rules, and Japan served notice with the underrated Datsun 2000. The Jaguar E-Type took our Best Overall crown for its rare blend of beauty, speed, and pedigree, while the Datsun 2000 and Mercedes 280SL split the value honors at opposite ends of the price spectrum.

Whatever your budget in 1968 — or today — there was a car on this list built to reward the drive, and most of them have only grown more desirable with the decades.

Sources

• Hagerty Media, "1968–82 Chevrolet Corvette (C3) buyer's guide" — https://www.hagerty.com/media/buying-and-selling/1968-82-chevrolet-corvette-buyers-guide/
• CorvSport, "1968 C3 Chevrolet Corvette: Specifications, VIN, and Options" — https://www.corvsport.com/1968-c3-corvette/
• Hagerty Valuation Tools, "1968 Porsche 911 Base" — https://www.hagerty.com/valuation-tools/porsche/911/1968/1968-porsche-911
• Hagerty Valuation Tools, "1968 Porsche 912 Base" — https://www.hagerty.com/valuation-tools/porsche/912/1968/1968-porsche-912
• Classic.com, "Jaguar E-Type Series 1.5 (1967 to 1968)" — https://www.classic.com/m/jaguar/e-type/series-15/
• Classic & Sports Car, "Mercedes-Benz W113 230-280SL Pagoda buyer's guide" — https://www.classicandsportscar.com/features/buyers-guide-mercedes-benz-230-280sl-pagoda
• EBay Motors Blog, "1968 Datsun Fairlady 2000: Unsung Predecessor to the 240Z" — https://www.ebay.com/motors/blog/vehicles/1968-datsun-fairlady-2000-unsung-predecessor-to-the-240z
• Hagerty Media, "Your definitive 1968–76 BMW 2002 buyer's guide" — https://www.hagerty.com/media/car-profiles/your-definitive-1968-76-bmw-2002-buyers-guide/
• EBay Motors Blog, "A One-Year Only Affordable Classic: 1968 Triumph TR250" — https://www.ebay.com/motors/blog/vehicles/a-one-year-only-affordable-classic-1968-triumph-tr250
• Automobile-Catalog, "1968 Lotus Elan S4 Fixedhead S/E performance" — https://www.automobile-catalog.com/performance/1968/1432670/lotus_elan_s4_fixedhead_se.html
• Hagerty Valuation Tools, "1968 Fiat 124 Base" — https://www.hagerty.com/valuation-tools/fiat/124/1968/1968-fiat-124-spider

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