Top 10 Grand Tourers 1968 — Best Overall + Best Value

1. Mercedes-Benz 300SEL 6.3

The 300SEL 6.3 ranks first because it fused full-size luxury with genuine supercar acceleration, hitting 60 mph in roughly 6.5 seconds from a 6,332cc M100 V8 rated at 247 horsepower. Air suspension and four-wheel disc brakes handled the 1,700 kg sedan, while top speed approached 140 mph. No 1968 grand tourer matched that combination of space, comfort, and outright pace.

It suits wealthy drivers who want one car to cross continents quickly with four adults aboard. It trades away delicate steering feel and frugality, returning roughly 12 mpg. Against the cheaper Jensen Interceptor below it, the Mercedes costs far more to buy and maintain but delivers superior build quality and a genuine 140 mph cruise.

2. Jensen Interceptor FF

The Jensen Interceptor FF ranks second because its Ferguson four-wheel-drive system and Dunlop Maxaret anti-lock brakes made it the most technically advanced GT of 1968. A 6,276cc Chrysler V8 produced 330 horsepower, reaching 60 mph in about 6.7 seconds and 140 mph flat out. The striking Italian-styled glassfastback body came from Touring of Milan.

It is for the driver who values traction and innovation over badge prestige, particularly in wet British conditions. It trades away simplicity, since the complex FF drivetrain is expensive to repair, and fuel consumption is heavy. Compared with the Mercedes-Benz 300SEL 6.3 above, it is faster in poor weather but far less reliable and much rarer.

3. Aston Martin DBS V8

The Aston Martin DBS V8 ranks third because it paired William Towns' muscular fastback bodywork with a 5,340cc V8 producing around 320 horsepower. Introduced in 1969 but developed through 1968, it reached 60 mph in roughly 6.5 seconds and topped 160 mph. It was the fastest four-seat British GT of its era.

It is for the collector who wants Aston exclusivity and effortless motorway cruising with room for luggage. It trades away low-speed refinement; the V8 was thirsty and the earlier six-cylinder DBS was underpowered. Against the Jensen Interceptor FF above, it offers more prestige and top speed but costs considerably more and lacks four-wheel drive.

4. Ferrari 365 GT 2+2

The Ferrari 365 GT 2+2 ranks fourth because it combined a 4,390cc Colombo V12 rated at 320 horsepower with genuine four-seat practicality and self-levelling rear suspension. It reached 60 mph in about 7 seconds and 150 mph, making it one of the fastest genuine 2+2 GTs on sale in 1968. Pininfarina bodywork gave it elegant, understated lines.

It is for the enthusiast who needs occasional rear seats and wants Ferrari V12 sound on long journeys. It trades away razor-sharp handling, since it weighs around 1,500 kg and favours comfort. Compared with the Aston Martin DBS V8 above, it is more exclusive and sonorous but slower, thirstier, and far costlier to service.

5. Maserati Ghibli 4.7

The Maserati Ghibli 4.7 ranks fifth because its Giugiaro-designed steel fastback body and 4,719cc quad-cam V8 produced 330 horsepower, delivering 60 mph in about 6.8 seconds and a 155 mph top speed. It was among the fastest and most beautiful two-seat GTs of 1968, with a low, wide stance and pop-up headlights.

It is for the driver who prioritises styling and V8 muscle over rear seats or luggage space. It trades away practicality entirely, offering only two seats and a small boot. Against the Ferrari 365 GT 2+2 above, it is similarly quick and arguably better looking, but lacks the Ferrari's four-seat usability and resale strength.

6. Lamborghini Islero 400GT

The Lamborghini Islero 400GT ranks sixth because it wrapped the proven 3,929cc V12 from the 400GT in more restrained Touring bodywork, producing 320 horsepower and 60 mph in around 6.5 seconds. It was softer and more usable than the Miura, with a genuine 2+2 cabin and a 155 mph top speed. Only 125 were built.

It is for the buyer who wants Lamborghini V12 power without the Miura's dramatic styling or running costs. It trades away visual drama and ultimate handling, since it is heavier and less focused. Compared with the Maserati Ghibli 4.7 above, it offers similar pace and more seats but less beauty and a smaller production run.

7. Jensen Interceptor Mk I

The Jensen Interceptor Mk I ranks seventh because it delivered Chrysler 383 V8 power, 325 horsepower, and 60 mph in about 7 seconds for roughly half the price of a contemporary Aston Martin. The Touring-designed glass hatchback body offered four seats and a large boot, making it a genuinely practical GT when launched in 1966 and sold through 1968.

It is for the buyer seeking maximum V8 GT per pound, with easy parts availability from Chrysler. It trades away refinement and build quality, with rust and electrical faults common. Against the Lamborghini Islero above, it is far cheaper and more usable but lacks exotic appeal and V12 smoothness.

8. BMW 2800 CS

The BMW 2800 CS ranks eighth because its 2,788cc straight-six produced 170 horsepower, enough for 60 mph in about 8.5 seconds and 125 mph, while offering genuine four-seat comfort and sharp handling. Launched in 1968, it founded the CS coupe line that later spawned the 3.0 CSL. It cost significantly less than V12 rivals.

It is for the driver who wants everyday usability, reasonable economy, and balanced rear-wheel-drive handling rather than outright muscle. It trades away raw power and exhaust drama. Compared with the Jensen Interceptor Mk I above, it is slower and less charismatic but far more economical, reliable, and easier to place on a twisty road.

9. Mercedes-Benz 280SE Coupe

The Mercedes-Benz 280SE Coupe ranks ninth because its 2,778cc fuel-injected straight-six made 160 horsepower, giving 60 mph in around 9.5 seconds with impeccable build quality and timeless Paul Bracq styling. The W111 coupe offered four seats, generous luggage space, and safety innovations like a padded steering wheel and crumple zones.

It is for the buyer who values durability, comfort, and understated elegance over speed. It trades away performance, since it is outpaced by every V8 GT here. Against the BMW 2800 CS above, it is better built and more comfortable but slower, thirstier, and far more expensive to restore.

10. Jensen Interceptor SP

The Jensen Interceptor SP ranks tenth because its 7,210cc Chrysler V8 produced 385 horsepower, making it the most powerful Jensen of the era, with 60 mph in about 6 seconds and a 145 mph top speed. Introduced in 1971 but rooted in the 1968 Interceptor platform, only 232 were built, all with a six-pack carburettor setup.

It is for the specialist who wants enormous American torque in British coachwork and accepts heavy fuel consumption. It trades away subtlety and economy, returning single-digit mpg under hard use. Compared with the Mercedes-Benz 280SE Coupe above, it is vastly faster but cruder, thirstier, and harder to maintain.

How we ranked these

We scored 1968 grand tourers on four weighted criteria: usable performance (engine output, braking, steering feel) at 30%, long-distance comfort and luggage space at 25%, build quality and parts availability at 25%, and market value relative to capability at 20%. Each car was judged as it would be used today, not as a museum piece, with emphasis on whether an owner could realistically drive it 300 miles in a day without fatigue or mechanical anxiety.

We deliberately ignored concours condition, originality certificates, and investment potential. Those factors reward cars that sit in garages and punish drivers. We also excluded race homologation specials and coachbuilt one-offs, because their scarcity makes pricing meaningless for normal buyers. The goal was to identify cars a real enthusiast could buy, maintain, and enjoy on modern roads without needing a specialist on retainer.

What to look for

Prioritize documented mechanical history over cosmetic condition. A tired interior and faded paint are cheap to fix; a cracked cylinder head, worn synchromesh, or rust in structural sills are not. For 1968 cars, parts availability varies wildly by marque, so verify that consumables like brake pads, clutch kits, and suspension bushings are still produced or well-supported by specialist suppliers before you commit.

The mistake most buyers make is falling for a beautiful paint job and assuming the mechanicals match. These cars are now 55-plus years old, and deferred maintenance hides everywhere. Budget 30 to 50 percent of the purchase price for immediate sorting, and always get a pre-purchase inspection from a marque specialist who knows where that specific model rusts and which components fail.

Related questions

What was the best value grand tourer in 1968?

The Jaguar E-Type 4.2 coupe offered the most performance per dollar, with a 265-hp straight-six, independent rear suspension, and four-wheel disc brakes. It undercut contemporary Aston Martins and Ferraris by a wide margin while delivering comparable real-world pace. Today it remains the most affordable entry into genuine 1968 GT ownership with strong parts support.

Which 1968 grand tourer was fastest?

The Ferrari 365 GTB/4 Daytona, launched in 1968, claimed around 174 mph with its 4.4-liter V12 producing roughly 352 hp. The Lamborghini Islero and Maserati Ghibli were close but slightly slower. In period road tests, the Daytona consistently posted the highest top speed and quickest acceleration among front-engine grand tourers.

Were 1968 grand tourers reliable enough for daily use?

Not by modern standards, but the better ones could serve as regular transport with diligent maintenance. BMW, Jaguar, and Mercedes-Benz models had robust mechanicals and available parts. Italian V12s demanded frequent tune-ups, valve adjustments, and carburetor balancing. Electrical systems, especially Lucas and Marelli, were the weakest link across nearly every 1968 grand tourer.

How much should I budget for maintenance on a 1968 GT?

Expect $2,000 to $5,000 annually for a well-sorted British or German car driven 3,000 to 5,000 miles. Italian V12s can run $8,000 to $15,000 yearly if you pay specialists for everything. Learning basic carburetor, ignition, and brake work yourself cuts costs dramatically and makes ownership far more enjoyable.

Which 1968 grand tourer has the best parts availability?

The Jaguar E-Type and Mercedes-Benz W113 SL have the strongest global parts networks, with reproductions of nearly every wear item. BMW's 2000CS and 2800CS also benefit from enthusiastic clubs. Ferrari and Lamborghini parts exist but are expensive and often require waiting for specialist suppliers or donor cars.

Did the 1968 grand tourers handle well by modern standards?

No. Bias-ply tires, recirculating-ball steering, and live axles limit grip and precision. However, well-sorted independent-rear-suspension cars like the E-Type, Daytona, and Ghibli still feel planted and rewarding at seven-tenths. The key is fresh bushings, correct alignment, and modern radial tires sized to original dimensions rather than oversized wheels.

What is the biggest mistake when buying a 1968 grand tourer?

Buying on cosmetics alone. Shiny paint and a detailed engine bay hide rust, tired suspension, and worn drivetrains. Always commission a pre-purchase inspection by a marque specialist, check for structural corrosion in sills, floors, and shock towers, and verify engine numbers and service records before negotiating price.

Are 1968 grand tourers a good investment?

Blue-chip models like the Daytona, Ghibli, and E-Type roadster have appreciated steadily, but treating any classic as a pure investment is risky. Maintenance, insurance, and storage consume returns. Buy the car you want to drive, keep it well maintained, and view any appreciation as a bonus rather than the reason for purchase.

FAQ

What defines a grand tourer in 1968?

A grand tourer combined high performance with long-distance comfort, offering two-plus seats, luggage space, and enough power to cross continents quickly. In 1968 that meant a powerful six, eight, or twelve-cylinder engine, comfortable suspension, and a cabin trimmed for sustained high-speed travel rather than outright racing.

Was the Jaguar E-Type still competitive in 1968?

Yes. The 4.2-liter E-Type remained one of the fastest and best-handling grand tourers available, with a claimed 150 mph top speed. Its independent rear suspension and disc brakes were advanced for the price. Emissions regulations and safety changes were beginning to blunt performance, but it stayed a benchmark through the decade.

What engine did the Ferrari Daytona use?

The 365 GTB/4 Daytona used a 4.4-liter Colombo-derived V12 with dual overhead camshafts and six Weber carburetors, producing around 352 horsepower. It was front-mounted and drove the rear wheels through a five-speed manual transaxle, giving the car excellent balance and a genuine 170-plus mph capability.

How many 1968 grand tourers are still on the road?

Survival rates vary by marque. Jaguar E-Types and Mercedes SLs survive in large numbers thanks to strong club and parts support. Ferrari Daytonas and Lamborghini Isleros are rarer, with hundreds rather than thousands remaining. Rust, accident damage, and engine failures claimed many lesser cars during the 1970s and 1980s.

Which 1968 GT is easiest to drive today?

The Mercedes-Benz 280SE coupe and BMW 2800CS are the most forgiving, with light steering, smooth fuel injection, and comfortable cabins. The Jaguar E-Type is manageable but demands attention. Italian V12s require heavy clutch effort, vague steering at low speed, and careful warm-up before they behave.

Did emissions rules hurt 1968 grand tourers?

United States emissions regulations began tightening in 1968, forcing manufacturers to lean out carburetion and add air pumps on some models. Power dropped slightly and drivability suffered. European-market cars avoided most of this, which is why many enthusiasts prefer them, though importing and registering them varies by country.

What should a pre-purchase inspection cover on a 1968 GT?

It should check structural rust in sills, floors, frame rails, and shock towers, plus engine compression, oil pressure, cooling system integrity, and transmission synchromesh. Electrical function, brake condition, suspension bushings, and differential noise matter too. Documentation of prior restoration and matching numbers affects value significantly.

Can a 1968 grand tourer be used for modern road trips?

Yes, with preparation. Replace old tires, rebuild the cooling system, upgrade to electronic ignition if desired, and carry spare belts, hoses, and fluids. Seats can be reupholstered with better foam for comfort. Many owners regularly cover hundreds of miles per day in well-sorted cars without major issues.

Which 1968 grand tourer is the best overall?

The Ferrari 365 GTB/4 Daytona takes the overall crown for its combination of V12 power, high-speed stability, and enduring presence. The Jaguar E-Type 4.2 offers 90 percent of the experience for a fraction of the price, making it the smarter real-world choice for most buyers who actually plan to drive their cars.

How do I verify a 1968 car's history?

Request the title chain, service records, and any restoration invoices. Marque registries and clubs can confirm original specification and production details. For high-value cars, hire a specialist appraiser. Matching engine, gearbox, and chassis numbers materially affect authenticity and resale value, so verify them against factory records.

Sources

• https://www.hagerty.com/media/buying-and-selling/
• https://www.hemmings.com/stories/
• https://www.bringatrailer.com/
• https://www.classicdriver.com/en/article
• https://www.jaguarheritage.com/
• https://www.ferrari.com/en-EN/classiche
• https://www.mercedes-benz.com/en/classic/
• https://www.bmwgroup-classic.com/en.html
• https://www.sportscarmarket.com/

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