Top 10 Grand Tourers 1962 — Best Overall + Best Value

1. Ferrari 250 GTO

The Ferrari 250 GTO ranks first because it is the definitive 1962 grand tourer, combining a 3.0-liter V12 producing around 300 horsepower with a lightweight tubular chassis and aerodynamic berlinetta bodywork. It won the 1962 and 1963 FIA GT World Championships and remains the most valuable car in the world, with examples selling for over $70 million. Only 36 were built, making it both a racing legend and a blue-chip asset.

This car is for the collector who wants the ultimate combination of competition pedigree and road-going elegance, and who can afford seven-figure maintenance and insurance. It trades away everyday usability and luggage space for razor-sharp handling and a screaming Colombo V12. Compared to the Aston Martin DB4 GT Zagato below it, the Ferrari is more successful in period racing and far more valuable, but the Aston offers similar charm at a fraction of the cost.

2. Aston Martin DB4 GT Zagato

The Aston Martin DB4 GT Zagato ranks second as the most beautiful and balanced British grand tourer of 1962, featuring a lightweight aluminum body by Zagato over a shortened DB4 GT chassis. Its 3.7-liter straight-six produces around 314 horsepower, enough for a 0-60 mph time of about 6.1 seconds and a top speed near 154 mph. Only 19 were built, making it rarer than the Ferrari 250 GTO and a regular at Goodwood and Le Mans Classic.

This car suits the connoisseur who values Italian coachwork on British engineering and wants a usable historic racer for events. It trades away the Ferrari's raw racing success and investment ceiling for a more delicate driving experience and lower running costs. Compared to the Jaguar E-Type below it, the Aston is rarer and more exclusive, but the Jaguar offers similar performance for a tiny fraction of the price.

3. Jaguar E-Type Series 1

The Jaguar E-Type Series 1 ranks third because it delivered supercar performance at a mass-market price in 1962, with a 3.8-liter straight-six making 265 horsepower and a 0-60 mph time of around 6.9 seconds. Its independent rear suspension and monocoque construction were advanced for the era, and its 150 mph top speed embarrassed far more expensive machinery. Enzo Ferrari reportedly called it the most beautiful car ever made.

This car is for the enthusiast who wants genuine 1960s GT performance and iconic styling without a seven-figure entry price. It trades away exclusivity and hand-built rarity for parts availability and a large owner community. Compared to the Mercedes-Benz 300 SL Roadster below it, the Jaguar is faster and cheaper but less solidly engineered and less collectible at the top end.

4. Mercedes-Benz 300 SL Roadster

The Mercedes-Benz 300 SL Roadster ranks fourth as the most engineered grand tourer of 1962, with fuel injection, a 3.0-liter straight-six producing 215 horsepower, and a tubular spaceframe chassis. The Roadster replaced the Gullwing in 1957 and offered open-top motoring with a fully independent suspension and optional hardtop. It could reach 155 mph and was built to a standard of fit and finish that few rivals matched.

This car is for the buyer who prioritizes build quality, comfort, and long-distance cruising over outright lap times. It trades away the Ferrari's racing edge and the Jaguar's value for a heavier, more luxurious feel and expensive parts. Compared to the Ferrari 250 GT Lusso below it, the Mercedes is more reliable and easier to live with, but the Lusso offers a V12 soundtrack and Pininfarina styling.

5. Ferrari 250 GT Lusso

The Ferrari 250 GT Lusso ranks fifth as the most elegant road-going Ferrari of 1962, with Pininfarina bodywork and a 3.0-liter V12 producing 250 horsepower. It was designed as a luxury grand tourer rather than a racer, with a comfortable interior, proper luggage space, and a top speed of around 150 mph. Only 350 were built, making it rarer than the Jaguar E-Type but more common than the 250 GTO.

This car is for the collector who wants a V12 Ferrari for touring and shows rather than competition. It trades away the GTO's racing pedigree and the 300 SL's engineering for stunning looks and a flexible engine. Compared to the Aston Martin DB4 GT Zagato above it, the Lusso is more practical and less expensive, but the Aston offers greater exclusivity and racing history.

6. Chevrolet Corvette C1 327

The Chevrolet Corvette C1 327 ranks sixth because it brought V8 power and American value to the grand tourer class in 1962, with a 327 cubic-inch engine producing up to 360 horsepower. The final-year C1 offered a four-speed manual, independent front suspension, and a 0-60 mph time of around 5.9 seconds. It was the last of the solid-axle Corvettes and the most powerful C1 ever built.

This car is for the enthusiast who wants accessible performance and easy parts availability without European maintenance costs. It trades away the Ferrari's refinement and the Mercedes' build quality for brute torque and a fiberglass body. Compared to the Jaguar E-Type above it, the Corvette is cheaper and easier to repair, but the Jaguar offers better handling and more timeless styling.

7. Maserati 3500 GT

The Maserati 3500 GT ranks seventh as a genuine Italian grand tourer with a 3.5-liter straight-six producing 220 horsepower and coachwork by Touring. It was Maserati's first series-production road car and offered a five-speed gearbox, disc brakes, and a top speed of around 145 mph. Around 2,000 were built between 1957 and 1964, making it more usable than the rarest exotics.

This car is for the driver who wants Italian style and a smooth straight-six without Ferrari prices. It trades away the V12 power of the Lusso and the racing pedigree of the GTO for a more relaxed character and lower entry cost. Compared to the Aston Martin DB4 GT Zagato above it, the Maserati is more common and less valuable, but it offers similar touring comfort at a fraction of the price.

8. Aston Martin DB4 Vantage

The Aston Martin DB4 Vantage ranks eighth as the standard-wheelbase British GT with a 3.7-liter straight-six upgraded to 266 horsepower. It offered a four-speed manual with overdrive, disc brakes, and a top speed of around 140 mph. The Vantage package added triple SU carburetors and higher compression, making it a genuine 150 mph car in period.

This car is for the buyer who wants Aston Martin heritage without the Zagato's seven-figure price. It trades away the Zagato's lightweight body and rarity for more interior space and easier maintenance. Compared to the Maserati 3500 GT above it, the Aston is more powerful and better built, but the Maserati offers a more exotic engine note and Italian flair.

9. Jensen 541S

The Jensen 541S ranks ninth as a practical British grand tourer with a fiberglass body, a 4.0-liter straight-six producing 130 horsepower, and a four-speed manual with overdrive. It offered four seats, disc brakes, and a top speed of around 115 mph, making it more of a comfortable tourer than a sports car. The 541S was the first car to offer seat belts as standard equipment.

This car is for the family-oriented enthusiast who needs rear seats and luggage space for long trips. It trades away the performance of the E-Type and the Corvette for comfort and safety features ahead of its time. Compared to the Aston Martin DB4 Vantage above it, the Jensen is slower and less prestigious, but it offers more space and a lower running cost.

10. Facel Vega Facel II

The Facel Vega Facel II ranks tenth as a French grand tourer with Chrysler V8 power, a 6.3-liter engine producing 355 horsepower, and a top speed of around 150 mph. It offered a luxurious interior with four seats, a three-speed automatic or four-speed manual, and coachbuilt bodywork. Only around 180 were built, making it rare and expensive to restore.

This car is for the collector who wants American muscle in a European chassis with French luxury. It trades away the handling of the Jaguar and the reliability of the Mercedes for brute power and exclusivity. Compared to the Jensen 541S above it, the Facel Vega is faster and more luxurious, but the Jensen is easier to maintain and more practical for regular use.

How we ranked these

We scored 1962 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, noise), period and current market value, and long-term ownership feasibility including parts availability and service complexity. Weighting favored cars that could genuinely cross a continent quickly with two people and their luggage, not merely look fast standing still.

We deliberately ignored concours condition, race provenance, celebrity ownership, and speculative investment potential. Those factors reward rarity and hype rather than the grand-touring job itself. We also excluded cars never sold in meaningful numbers or lacking any realistic parts network, because a GT you cannot maintain is not a usable GT, however glorious its spec sheet reads.

What to look for

Prioritize documented mechanical health over cosmetics: matching-numbers engines, fresh suspension bushings, rebuilt brakes, and a cooling system that survives traffic. For 1962 cars, rust in sills, floors, and frame rails costs more to fix than any engine rebuild, so a pre-purchase inspection on a lift is non-negotiable. Verify overdrive or fifth gear works, since highway cruising defines the GT experience.

The mistake most buyers make is chasing the cheapest running example and budgeting nothing for deferred maintenance. A neglected GT typically needs tires, hoses, fluids, brake hydraulics, and ignition work immediately, easily doubling the purchase price. Buyers also overpay for cosmetic restoration while ignoring tired drivetrains. Budget 20-30 percent above purchase price for sorting, and walk away from any car with undocumented engine work.

Related questions

What made 1962 a pivotal year for grand tourers?

1962 sat between postwar coachbuilt tradition and the coming V8 era. Disc brakes, overdrive gearboxes, and independent rear suspension were spreading beyond flagship models. American V8 power was entering European-style bodies, while Jaguar, Aston Martin, and Ferrari refined six- and twelve-cylinder GTs. Buyers suddenly had genuine choices between comfort-biased tourers and sharper sports-GTs.

Which 1962 grand tourer offers the best value today?

The Jaguar E-Type 3.8 coupe typically delivers the most performance per dollar, with strong parts support and active clubs. The Mercedes-Benz 220SE coupe and Jensen 541S also remain undervalued relative to their engineering. Condition matters more than model, so a well-sorted example of a lesser name often beats a tired icon.

How much should I budget for maintaining a 1962 GT?

Plan on roughly 1,500 to 4,000 dollars annually for a driven car, covering fluids, tires, brakes, ignition, and occasional suspension work. Italian V12s and coachbuilt rarities run far higher due to specialist labor and scarce parts. British six-cylinders and American V8s are cheapest to keep running. Always retain a contingency fund for unexpected failures.

Are 1962 grand tourers reliable enough for long trips?

Yes, if properly sorted. These cars completed continental journeys when new, and modern tires, electronic ignition, and improved cooling make them more dependable now. Carry spare belts, hoses, points, and a fuel pump. Avoid ambitious schedules in extreme heat. Regular use prevents the deterioration that stranded cars suffer after long storage.

What is the difference between a GT and a sports car from 1962?

A GT prioritizes comfortable long-distance travel for two plus luggage, with insulation, generous gearing, and a usable cabin. A sports car sacrifices comfort for agility, often with minimal weather protection and harsh suspension. Many 1962 models blurred the line, but the GT's defining test is whether you could drive it 500 miles and still enjoy dinner.

Should I buy a restored or original 1962 grand tourer?

A documented restoration usually costs less than commissioning one, provided photos and receipts prove quality. Original unrestored cars can be charming but often hide tired mechanicals and rust. Avoid freshly painted cars with no history, since paint conceals structural problems. Mechanical sorting matters more than cosmetic perfection for a driver.

Which 1962 GT has the best parts availability?

Jaguar, Mercedes-Benz, Porsche, and American V8-powered models lead, thanks to club networks and specialist suppliers reproducing common components. Aston Martin and Ferrari offer strong but expensive support. Low-volume coachbuilders like Facel Vega or Iso present the hardest parts searches. Join the relevant owners club before buying to gauge real-world support.

How do I verify a 1962 car's authenticity before purchase?

Request the heritage certificate or factory build record, then match engine, gearbox, and chassis numbers physically. Cross-check trim, paint, and options against the original specification. Consult marque specialists who know model-year details. Discrepancies are not automatically disqualifying, but undocumented changes should reduce your offer accordingly.

FAQ

What is the best overall 1962 grand tourer?

The Aston Martin DB4 Vantage balances power, comfort, and presence, but the Jaguar E-Type 3.8 offers similar pace for far less money. The Mercedes-Benz 300SE coupe wins on refinement and build quality. There is no universal winner: the best car is the one whose character, budget, and parts network suit your actual use.

Which 1962 GT is the best value?

The Jaguar E-Type 3.8 fixed-head coupe and the Mercedes-Benz 220SE coupe consistently deliver the most usable performance and support per dollar. Jensen and Bristol also remain bargains. Avoid paying a premium for a famous badge on a mediocre example; a sorted lesser model usually provides more enjoyment per pound spent.

How fast were 1962 grand tourers?

Most covered 0-60 mph in 8 to 11 seconds and topped 115 to 150 mph. The Aston Martin DB4 and Ferrari 250 variants were quickest, while Mercedes and Jaguar combined strong pace with comfort. Brakes and tires, not engines, limited real-world speed. Modern rubber transforms stopping and cornering dramatically.

Can a 1962 GT be used as a daily driver?

In mild climates and with realistic expectations, yes. They lack airbags, air conditioning, and modern crash structures, so safety and comfort suffer. Fuel consumption is heavy and maintenance frequent. Many owners use them several times weekly. Keep a modern car for bad weather, long commutes, and family duties.

What should a pre-purchase inspection cover on a 1962 GT?

Structural rust in sills, floors, frame rails, and suspension mounts; engine compression and oil pressure; gearbox and overdrive function; brake and clutch hydraulics; electrical operation; and evidence of accident repair. Verify numbers against factory records. Use a marque specialist, not a general mechanic, and insist on a lift inspection.

How much do 1962 grand tourers cost today?

Driver-quality British six-cylinder GTs often trade between 40,000 and 90,000 dollars, with top Aston and Ferrari models far higher. Mercedes coupes range widely by model. Project cars can be cheap but rarely economical. Auction results vary, so research recent comparable sales before negotiating.

Which 1962 GT is easiest to insure?

Mainstream British and German models attract reasonable classic policies with agreed value, limited mileage, and secure storage. Coachbuilt Italian and French rarities require specialist insurers and higher premiums. Join an owners club for recommended providers. Always agree the valuation in writing, since market values move faster than standard book figures.

Did 1962 grand tourers have overdrive or five-speed gearboxes?

Many British GTs used four-speed gearboxes with Laycock overdrive for relaxed cruising. Some continental models offered five-speed units, while American V8 cars relied on three- or four-speed manuals and automatics. Overdrive function is a key inspection point, since repair parts and expertise vary by marque.

What modifications make a 1962 GT more usable?

Electronic ignition, an upgraded alternator, modern tires, improved cooling, and better brake pads transform reliability without harming character. Keep original parts for resale. Avoid irreversible changes like engine swaps or chassis cutting. Subtle upgrades preserve value while making the car genuinely enjoyable on modern roads.

Where can I find a 1962 grand tourer for sale?

Marque owners clubs, specialist dealers, and established auction houses are the safest sources, often listing history and inspection reports. General classifieds carry more risk. Join forums before shopping to learn current values and known problems. Always inspect in person or commission an independent specialist report.

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.porsche.com/international/accessoriesandservice/classic/
• https://www.hemmings.com/
• https://www.fiva.org/

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