Top 10 Grand Tourers 1963 — Best Overall + Best Value

1. Aston Martin DB5

The DB5 earns the top spot as the definitive 1963 grand tourer, pairing a 4.0-litre straight-six producing 282 bhp with a five-speed ZF gearbox and servo-assisted disc brakes. It reached 145 mph and hit 60 mph in around 8 seconds, figures that outran nearly every rival. Its Superleggera aluminium bodywork and Connolly leather interior set the era's benchmark for fast luxury.

Buyers choose the DB5 for presence and pedigree, not economy; it returns roughly 15 mpg and demands specialist maintenance. It trades outright simplicity for sophistication, with more electrics and trim to maintain than a Bentley. Against the Ferrari 250 GT Lusso below, it is less exotic mechanically but more usable and vastly more recognisable.

2. Ferrari 250 GT Lusso

The 250 GT Lusso ranks second for combining Pininfarina's most elegant 1963 coachwork with a 3.0-litre Colombo V12 rated at 250 bhp. It sprinted to 60 mph in about 7.5 seconds and topped 150 mph, with a four-speed gearbox and independent rear suspension. Only around 350 were built, making it rarer than the DB5 yet road-focused rather than track-bred.

It suits collectors wanting V12 drama in a usable Berlinetta, though parts and engine rebuilds cost far more than Aston servicing. It sacrifices luggage space and rear-seat practicality for that engine and shape. Compared with the DB5 above, it is faster and rarer but less forgiving in traffic and harder to source parts for.

3. Bentley S3 Continental

The S3 Continental takes third as the last of the coachbuilt Bentleys, using a 6.2-litre V8 with 220 bhp and a three-speed automatic. It wafted to 115 mph and offered immense torque, with four-wheel servo disc brakes and self-levelling rear suspension. Hand-built bodies by Mulliner Park Ward made each example subtly distinct.

This suits owners prioritising effortless long-distance comfort over lap times, accepting 12 mpg and heavy steering. It trades agility for mass and refinement, weighing over two tonnes. Against the DB5 above, it is slower and thirstier but roomier and more relaxed; against the Mercedes below, it is rarer but costlier to run.

4. Mercedes-Benz 230 SL Pagoda

The 230 SL Pagoda ranks fourth for introducing fuel injection to Mercedes' roadster line, its 2.3-litre six making 150 bhp. It reached 124 mph and 60 mph in about 11 seconds, with a four-speed manual or optional automatic. The removable hardtop's concave roof gave the 'Pagoda' nickname and improved visibility.

It appeals to buyers wanting classic style with modern-ish reliability and easier parts availability than Italian rivals. It trades outright pace for durability, and its rear seats are strictly occasional. Compared with the Bentley above, it is far cheaper to run and more nimble, though slower and less opulent on long tours.

5. Jaguar E-Type Coupe

The E-Type Coupe ranks fifth for delivering supercar performance at a fraction of continental prices, its 3.8-litre straight-six producing 265 bhp. It hit 150 mph and 60 mph in around 6.9 seconds, with independent rear suspension and disc brakes all round. The fixed-head coupe added rigidity and weatherproofing over the roadster.

It suits drivers wanting genuine pace and iconic looks on a realistic budget, accepting cramped cabin space and limited luggage room. It trades refinement for rawness, with a heavy clutch and minimal sound deadening. Against the Mercedes above, it is much faster and cheaper but less comfortable and more rust-prone.

6. Aston Martin DB4 Vantage

The DB4 Vantage ranks sixth as the uprated 1963 evolution, its 3.7-litre straight-six with triple SU carbs making around 266 bhp. It reached 140 mph and 60 mph near 8 seconds, with four-wheel disc brakes and a four-speed gearbox with overdrive. The Vantage package added power and subtle badging over the standard DB4.

It appeals to purists wanting earlier, lighter Aston character than the DB5, accepting rarer parts and fewer creature comforts. It trades the DB5's polish for a more analogue feel and simpler trim. Compared with the E-Type above, it is slower and pricier but more exclusive and better finished inside.

7. Lamborghini 350 GT

The 350 GT ranks seventh as Lamborghini's first production car, its 3.5-litre quad-cam V12 making 270 bhp. It reached 155 mph and 60 mph in about 7 seconds, with independent suspension and disc brakes. Carrozzeria Touring built the aluminium bodies, and only around 120 were made.

It suits collectors chasing early Lamborghini rarity and V12 sound, accepting a tiny dealer network and scarce parts. It trades everyday usability for exotic temperament and heavy controls. Against the Ferrari 250 GT Lusso above, it is faster and rarer but less refined and harder to service.

8. Maserati Sebring Series I

The Sebring Series I ranks eighth for offering Italian V8 grand touring at lower entry cost, its 3.5-litre engine making around 235 bhp. It reached 145 mph and 60 mph in roughly 7.5 seconds, with a five-speed ZF gearbox and disc brakes. Vignale bodywork and a 2+2 layout made it genuinely usable.

It suits buyers wanting exotic character on a tighter budget, accepting rust risk and limited parts support. It trades build quality for flair and rarity. Compared with the Lamborghini above, it is cheaper and more practical but less powerful and less collectible.

9. Bristol 408

The Bristol 408 ranks ninth for blending Chrysler V8 muscle with British craftsmanship, its 5.2-litre engine producing around 250 bhp. It reached 125 mph and 60 mph in about 8 seconds, with a three-speed automatic and disc brakes. Hand-formed aluminium panels and a distinctive grille marked it out.

It suits owners wanting relaxed torque and individuality, accepting polarising styling and a specialist parts network. It trades sporting sharpness for comfort and durability. Against the Maserati above, it is more reliable and torquier but slower and less glamorous.

10. Facel Vega Facel II

The Facel Vega Facel II ranks tenth as a genuine 1963 French grand tourer, its 6.3-litre Chrysler V8 making around 355 bhp. It reached 150 mph and 60 mph in under 8 seconds, with a four-speed manual or automatic. Hand-built steel bodies and luxurious interiors justified its high price.

It suits collectors wanting rare Franco-American hybrid character, accepting scarce parts and a tiny owner community. It trades brand prestige for exclusivity and torque. Compared with the Bristol above, it is faster and more striking but harder to maintain and less proven long-term.

How we ranked these

We scored 1963 grand tourers on four weighted axes: usable performance (engine output, curb weight, power-to-weight), real-world GT comfort (cabin space, luggage capacity, ride quality over long distances), period and modern market trajectory (auction results, club support, parts availability), and driving character (steering feel, gearbox quality, chassis balance). Performance and comfort carried the most weight, with market trajectory and character close behind.

We deliberately ignored top-speed bragging rights, racing homologation pedigree, and concours-only condition premiums. Those factors reward cars that rarely get driven and punish usable examples. We also excluded coachbuilt one-offs and unobtainable prototypes, since a grand tourer you cannot buy, service, or insure is not a grand tourer you can actually own and enjoy on a long trip.

What to look for

Prioritize documented mechanical history over cosmetic condition. A 1963 GT with fresh brakes, rebuilt carburetors, and a sorted cooling system is worth more than a shiny car with unknown internals. Check overdrive or fifth-gear function, rust in sills and floor pans, and whether the wire wheels or knock-offs are true. Parts networks vary wildly by marque, so confirm club support before you commit.

The mistake most buyers make is falling for a low-mileage garage queen with dried seals and seized components. Sitting cars cost more to recommission than driven ones. Another common error is underestimating electrical systems, which are the Achilles heel of 1963 GTs. Budget for a full loom inspection and a modern alternator conversion. Buy the best sorted example, not the cheapest project.

Related questions

What made 1963 a pivotal year for grand tourers?

1963 sat between the finned 1950s and the V8 muscle era. Jaguar's E-Type was two years old, Aston's DB5 arrived, and Ferrari's 250 GT Lusso debuted. Independent rear suspension and disc brakes were spreading. Buyers suddenly expected real speed, real comfort, and real brakes in one car, which defined the modern GT template.

Which 1963 grand tourer offers the best value today?

The Jaguar E-Type 3.8 coupe remains the value leader. It delivers 265 hp, independent suspension, four-wheel discs, and timeless styling for a fraction of Aston or Ferrari money. Parts are cheap, clubs are strong, and specialists exist everywhere. A sorted driver-grade example costs less than a rough DB5 project.

How do I verify a 1963 GT's originality?

Request the Jaguar Heritage or Aston factory build sheet, then match engine, gearbox, and body numbers to the chassis plate. Check for overstamped stamps and non-original color changes. Originality affects value, but a documented engine rebuild matters more than matching numbers on a driver. Get a marque specialist to inspect before purchase.

What should a pre-purchase inspection cover on a 1963 GT?

Compression and leak-down tests, oil pressure when hot, cooling system pressure test, brake and clutch hydraulics, suspension bushings, and chassis rust. Check the electrical loom for brittle insulation and prior splicing. Drive it at least 30 minutes, including highway speeds, to expose overheating, vibration, and gearbox issues.

Are 1963 grand tourers practical for modern road trips?

Yes, with preparation. They cruise comfortably at 70 mph, swallow weekend luggage, and draw friendly attention. Expect to add electronic ignition, a modern alternator, better tires, and upgraded cooling. Avoid cars with overdrive faults or tired suspension. A well-sorted 1963 GT will cover 300 miles a day without complaint.

How much should I budget for annual maintenance?

Plan on $1,500 to $3,000 yearly for a driven example, covering fluids, tune-ups, brake checks, and minor repairs. Set aside a $5,000 contingency for surprises like clutch or cooling work. Ferrari and Aston parts cost two to three times Jaguar equivalents. Club membership and a good independent shop reduce both cost and downtime.

Which 1963 GT is easiest to live with daily?

The Jaguar E-Type and Mercedes-Benz 230 SL are the most livable. Both have strong parts networks, comfortable cabins, and reliable mechanicals. The Mercedes offers a removable hardtop and fuel injection. The Jaguar offers more performance and drama. Avoid exotic Italian GTs for daily use unless you have a dedicated specialist nearby.

Did 1963 grand tourers come with overdrive or five-speed gearboxes?

Most British GTs used four-speed manuals with optional Laycock overdrive, giving relaxed highway cruising. Ferrari and Aston typically used four- or five-speed manuals without overdrive. Overdrive faults are common and expensive to fix, so test engagement in top gear. A five-speed conversion is popular but hurts originality.

FAQ

What is a grand tourer?

A grand tourer is a fast, comfortable two-door car built for long-distance driving. It prioritizes effortless cruising, luggage space, and refined power over outright racing focus. The 1963 class blended sports car performance with luxury appointments, making them usable for continental trips rather than just weekend sprints.

Which 1963 grand tourer is the best overall?

The Aston Martin DB5 edges out the Jaguar E-Type on refinement, build quality, and presence, though it costs far more. The Ferrari 250 GT Lusso offers the best styling and soundtrack. For a blend of performance, comfort, and usability at a realistic price, the Jaguar E-Type 3.8 remains the pragmatic overall pick.

How fast were 1963 grand tourers?

Most topped 120 to 150 mph. The Aston DB5 reached about 145 mph, the E-Type around 150 mph, and the Ferrari 250 GT Lusso roughly 140 mph. The Mercedes 230 SL was slower at about 125 mph. Acceleration to 60 mph typically took six to eight seconds, impressive for the era.

Are 1963 grand tourers a good investment?

Blue-chip models like the DB5, 250 GT Lusso, and E-Type flat-floor coupes have appreciated strongly. Driver-grade examples still offer upside without concours premiums. Avoid heavily modified or poorly documented cars. Long-term returns depend on condition, originality, and provenance, so buy the best example you can afford.

What common problems plague 1963 grand tourers?

Rust in sills, floors, and wheel arches is the biggest killer. Electrical gremlins from Lucas and Marelli systems are routine. Cooling systems struggle in traffic. Wire wheels go out of true. Overdrive units fail. Carburetors need rebuilding. None are fatal if caught early, but each costs real money to correct properly.

Can I modernize a 1963 grand tourer?

Yes, but keep original parts. Electronic ignition, a modern alternator, silicone hoses, and upgraded brakes improve reliability without ruining character. Avoid engine swaps and irreversible body modifications, which destroy value. Reversible upgrades let you enjoy the car while preserving originality for future resale.

How do I insure a 1963 grand tourer?

Use a specialist classic car insurer with agreed-value coverage. Provide photos, a professional appraisal, and receipts for restoration work. Agreed value protects you if the car is stolen or totaled. Standard policies pay market value, which often undervalues well-sorted classics. Expect mileage limits and garaging requirements.

What documents should come with a 1963 GT?

Look for the original build sheet, owner's manual, service records, restoration receipts, and a clear title. Matching-numbers documentation adds value. Import papers matter for European cars. A thick history file signals a cared-for car. Missing paperwork is a negotiating point, not necessarily a dealbreaker.

Which 1963 GT has the best parts availability?

The Jaguar E-Type and Mercedes-Benz 230 SL have the strongest parts networks. Moss, SNG Barratt, and Mercedes Classic stock thousands of components. Aston Martin Heritage and Ferrari Classiche support their marques at higher cost. American V8-powered hybrids are easiest of all, but they are not true 1963 GTs.

Should I buy a coupe or convertible 1963 GT?

Coupes offer better rigidity, weather protection, and luggage space, making them superior tourers. Convertibles command higher prices and offer open-air drama but suffer scuttle shake and leaky tops. For long-distance comfort, choose the coupe. For weekend fun and investment, the convertible wins.

Sources

• https://www.hagerty.com/media/buying-and-selling/
• https://www.bonhams.com/
• https://www.rmssothebys.com/
• https://www.jaguarheritage.com/
• https://www.astonmartin.com/en/heritage
• https://www.mercedes-benz.com/en/classic/
• https://www.ferrari.com/en-EN/classiche
• https://www.hemmings.com/
• https://www.classicdriver.com/

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