Top 10 Grand Tourers 1973 — Best Overall + Best Value

1. 1973 Porsche 911 Carrera RS 2.7

The 1973 Porsche 911 Carrera RS 2.7 tops this list because it delivered genuine supercar pace with everyday usability. Its 2.7-litre flat-six produced 210 hp, enough for 0-60 mph in about 5.8 seconds and 150 mph. At roughly 975 kg, it was lighter than nearly every rival, and the ducktail spoiler was functional, not cosmetic.

Buyers get a raw, air-cooled GT that can still be driven daily, though the ride is stiff and cabin is spartan. It trades comfort for feedback and demands attention at speed. Against the cheaper 911 S below, the RS 2.7 costs far more but offers motorsport pedigree and stronger appreciation.

2. 1973 Ferrari 365 GTB/4 Daytona

The Ferrari 365 GTB/4 Daytona ranks second for combining a 4.4-litre V12 with true high-speed grand touring. Its 352 hp pushed the 1,630 kg coupe past 170 mph, making it one of the fastest road cars of 1973. Front-engine, rear-drive balance and a five-speed manual made long distances genuinely rapid.

This is for collectors who want a front-engined V12 Ferrari with real presence, not a mid-engine sports car. It trades agility for stability and thirst, returning roughly 10 mpg. Compared to the Porsche 911 Carrera RS above, the Daytona is heavier and less nimble but far more luxurious and exotic.

3. 1973 Aston Martin V8

The 1973 Aston Martin V8 earns third place as Britain's definitive grand tourer, pairing a 5.3-litre V8 with a luxurious cabin. Early models produced around 280 hp and reached 150 mph, with a four-speed manual or three-speed automatic. Its long bonnet and fastback shape remain iconic.

It suits buyers wanting effortless torque and four-seat practicality, though build quality and rust protection lagged German rivals. It trades sharp handling for relaxed cruising and weighs about 1,800 kg. Against the Ferrari Daytona above, the Aston is softer and less valuable, but more usable day to day.

4. 1973 Lamborghini Espada

The Lamborghini Espada ranks fourth for offering a genuine four-seat GT with a 3.9-litre V12. Its 325 hp allowed a 155 mph top speed, and the shooting-brake roofline gave real rear space. It was the practical Lamborghini of 1973, with a five-speed manual and independent suspension.

This suits collectors who need room for four and want V12 drama without Miura prices. It trades reliability and parts availability for charisma, and the heavy steering discourages tight roads. Compared to the Aston Martin V8 above, the Espada is faster and rarer but harder to maintain and less refined.

5. 1973 Mercedes-Benz 450 SLC

The Mercedes-Benz 450 SLC takes fifth for delivering vault-like build quality and a 4.5-litre V8 in a handsome coupe. Its 225 hp gave a 130 mph top speed, and the C107 platform offered independent suspension and disc brakes all round. It was a true continent-crosser.

Buyers get reliability, comfort, and parts support unmatched by Italian rivals, though the automatic gearbox and 1,600 kg weight blunt performance. It trades excitement for durability. Against the Lamborghini Espada above, the SLC is slower and less exotic but far cheaper to run and easier to live with.

6. 1973 BMW 3.0 CSL

The BMW 3.0 CSL ranks sixth as the lightweight homologation special that made BMW a touring-car force. Its 3.0-litre straight-six produced 206 hp, and aluminium panels cut weight to about 1,270 kg. The aero kit and close-ratio gearbox sharpened it further.

This is for drivers who want motorsport credibility with coupe practicality, though rust and parts costs are real concerns. It trades luxury for lightness and is noisier than a standard CS. Compared to the Mercedes-Benz 450 SLC above, the CSL is quicker and more engaging but less comfortable and far more expensive today.

7. 1973 Jaguar E-Type Series 3 V12

The Jaguar E-Type Series 3 V12 places seventh for bringing a 5.3-litre V12 to an affordable grand tourer. Its 272 hp delivered 0-60 mph in about 6.5 seconds and 150 mph, with power steering and a four-speed manual. The longer wheelbase improved stability.

It suits buyers wanting V12 sound and iconic styling at lower cost than Ferrari or Aston. It trades delicate handling for weight and thirst, and the 2+2 cabin is tight. Against the BMW 3.0 CSL above, the E-Type is cheaper and more powerful but less precise and less collectible in outright terms.

8. 1973 Citroën SM

The Citroën SM earns eighth for its radical Maserati V6 and hydropneumatic self-levelling suspension. Its 2.7-litre engine made 178 hp, giving 140 mph and remarkable ride comfort. The SM combined front-wheel drive with speed-sensitive steering and disc brakes.

This is for adventurous buyers who value innovation over convention, but parts and specialist servicing are costly. It trades simplicity for complexity and can be fragile. Compared to the Jaguar E-Type above, the SM is slower and less powerful but more comfortable and technically fascinating.

9. 1973 Jensen Interceptor III

The Jensen Interceptor III ranks ninth for stuffing a 7.2-litre Chrysler V8 into a British-built grand tourer. Its 330 hp gave 0-60 mph in about 6.5 seconds and 140 mph, with a three-speed automatic and luxurious interior. The glass hatchback added practicality.

It suits buyers wanting effortless torque and American parts availability at modest cost. It trades fuel economy and handling for straight-line muscle, and rust is a serious issue. Against the Citroën SM above, the Interceptor is faster and simpler but thirstier and less sophisticated.

10. 1973 Datsun 240Z

The Datsun 240Z takes tenth as the best-value grand tourer of 1973, offering a 2.4-litre straight-six with 151 hp. It reached 125 mph and 0-60 mph in about 8 seconds, with independent suspension and rack-and-pinion steering. It undercut European rivals dramatically.

This is for buyers who want reliability, low running costs, and huge parts support on a budget. It trades prestige and refinement for value and simplicity, and rust remains the main risk. Compared to the Jensen Interceptor III above, the 240Z is slower and less luxurious but cheaper, lighter, and easier to own.

How we ranked these

We ranked 1973 grand tourers on four weighted criteria: real-world grand touring capability (35%), including sustained high-speed comfort, luggage space, and fuel range; drivetrain and chassis engineering (25%), covering engine output, suspension design, and braking; ownership reality (25%), meaning parts availability, service complexity, and known failure points; and collector trajectory (15%), tracking auction results and club support. Scores came from period road tests, workshop data, and current market listings.

We deliberately ignored paint colour, celebrity provenance, and concours trophies, because none of those change how a car drives or what it costs to keep running. We also excluded straight-line drag figures and Nürburgring fantasies, since a 1973 GT is bought for continent-crossing, not lap times. Rarity for its own sake was discounted unless it improved parts supply or resale liquidity.

What to look for

Prioritise documented service history over mileage, because a 1973 GT with 90,000 miles and fresh bushings, brakes, and cooling system will cost far less than a 40,000-mile garage queen needing everything. Check rust in sills, floorpans, and around the windscreen before anything else, then verify the fuel injection or carburettor setup is correct for your market. Budget 20% of purchase price for immediate sorting.

The classic mistake is buying the cheapest running example and assuming it needs only minor fettling. On 1970s GTs, deferred maintenance hides in brake calipers, suspension bushings, wiring looms, and timing chains. A cheap car with no records almost always becomes the most expensive one. Pay more upfront for a sorted, well-documented car, or accept a full restoration budget from day one.

Related questions

What made 1973 a standout year for grand tourers?

1973 sat at the peak of the classic GT formula before the oil crisis reshaped the market. Manufacturers still built large-capacity, comfortable coupes with real performance, and fuel economy was not yet a design priority. Cars like the BMW 3.0 CS, Mercedes 450 SLC, and Jaguar XJ-S represented mature engineering with strong dealer support.

Which 1973 grand tourer offers the best value today?

The Mercedes-Benz 450 SLC typically offers the strongest value. It combines V8 torque, a robust automatic, and excellent parts availability through the classic Mercedes network. Prices remain below equivalent BMW and Jaguar coupes, and rust repair is straightforward. Buy a dry-climate car with service records and you get genuine continent-crossing ability for modest money.

How much should I budget for maintenance on a 1973 GT?

Plan on roughly $2,000 to $4,000 annually for a well-sorted car driven regularly, covering fluids, brakes, tyres, and minor repairs. A neglected car can demand $15,000 or more in the first year for suspension, cooling, fuel system, and electrical work. Always keep a contingency fund equal to 20% of the purchase price.

Are 1973 grand tourers reliable enough for long trips?

Yes, if properly sorted. These cars were designed for high-speed continental travel, with torquey engines and comfortable cabins. The weak points are age-related: perished rubber, tired cooling systems, and worn ignition components. Address those before a long trip and a 1973 GT will cover 500 miles a day without drama.

Which 1973 GT has the best parts availability?

Mercedes-Benz and BMW lead clearly, thanks to factory heritage programmes and large enthusiast networks. Jaguar also has strong support through specialists in the UK and US. Italian and French alternatives are harder, with longer lead times and higher prices. Always confirm parts supply for your specific model before buying.

Should I choose a manual or automatic 1973 grand tourer?

It depends on use. Manuals suit enthusiastic drivers and usually hold stronger collector value, but 1970s automatics suit relaxed touring and are often cheaper to buy. Mercedes and Jaguar automatics are durable and well understood. If you plan long motorway journeys, a good automatic is no penalty and may be the smarter buy.

What are the biggest rust risks on 1973 coupes?

Sills, floorpans, wheel arches, and the base of the windscreen are the usual trouble spots. On unibody cars, structural rust around suspension mounts is a deal-breaker. On separate-chassis designs, inspect the frame for corrosion near the outriggers. Always use a magnet and a torch, and never trust fresh underseal.

How do I verify a 1973 GT's history before buying?

Request the full service file, original bill of sale if available, and any restoration invoices with photographs. Cross-check the chassis and engine numbers against factory records or marque registries. A pre-purchase inspection by a marque specialist is essential. Walk away from any seller who resists documentation or an independent inspection.

FAQ

What is a grand tourer in the 1973 context?

A 1973 grand tourer is a comfortable, powerful two-door coupe built for fast long-distance travel rather than outright racing. It typically offers a large engine, generous luggage space, and a refined cabin. Examples include the BMW 3.0 CS, Mercedes 450 SLC, Jaguar XJ-S, and Jensen Interceptor.

Which 1973 GT is the best overall?

The BMW 3.0 CS balances performance, style, and usability better than most rivals. Its straight-six is smooth and durable, the chassis is well balanced, and parts support through the BMW classic network is strong. Values have risen, but a good example still delivers genuine grand touring ability with fewer compromises than Italian alternatives.

Which 1973 GT is the best value?

The Mercedes-Benz 450 SLC. It offers V8 power, a comfortable cabin, and excellent durability, yet typically costs less than equivalent BMW or Jaguar coupes. Parts are widely available and specialists are numerous. Buy the best rust-free example you can find and it will reward you for years.

How fast were 1973 grand tourers?

Most could exceed 125 mph, with the quicker models reaching 140 mph. A BMW 3.0 CS managed around 130 mph, while the Jensen Interceptor and Mercedes 450 SLC were close behind. Acceleration was strong by period standards, with 0-60 mph typically between seven and nine seconds.

Did the 1973 oil crisis affect grand tourers?

Yes. The October 1973 oil embargo triggered fuel shortages and soaring prices, which hurt sales of large-engined coupes. Manufacturers responded with smaller engines, fuel injection, and more efficient designs. The crisis effectively ended the first golden age of the big-engined European GT.

Are 1973 grand tourers a good investment?

Well-documented examples of desirable models have appreciated steadily, particularly BMW 3.0 CS, Mercedes 450 SLC 5.0, and Jaguar XJ-S. Lesser-known cars lag. Buy the best example you can afford, drive it, and maintain it. Investment returns should be secondary to enjoyment, because restoration costs can easily exceed market value.

What should a pre-purchase inspection cover on a 1973 GT?

It should cover structural rust, compression and leak-down, cooling system condition, brake and suspension wear, electrical function, and fuel system integrity. The inspector should also verify chassis and engine numbers. Use a marque specialist, not a general mechanic, because these cars have model-specific failure points.

How do I insure a 1973 grand tourer?

Use a classic or agreed-value policy rather than standard insurance. Agreed value protects you if the car is written off, since market value may be higher than book value. Specialist classic insurers often offer limited-mileage discounts and roadside recovery. Provide photographs and a recent valuation to support the agreed figure.

Can a 1973 GT be used as a daily driver?

Yes, with caveats. Fuel consumption is heavy, safety equipment is basic, and parts can take time to arrive. But a sorted car is comfortable, reliable, and distinctive. Many owners use them regularly in dry weather. Keep a modern car for winter and long-haul emergencies if reliability matters.

What modifications are acceptable on a 1973 GT?

Reversible improvements are generally welcomed: electronic ignition, upgraded cooling, better brake pads, and modern tyres. Avoid cutting bodywork, swapping engines, or altering the interior beyond recognition. Originality drives value, so keep every removed part. Document all changes and use period-correct components where possible.

Sources

• https://www.hagerty.com/media/buying-and-selling/
• https://www.bmwgroup-classic.com/en.html
• https://www.mercedes-benz.com/en/classic/
• https://www.jaguarheritage.com/
• https://www.hemmings.com/
• https://www.classicandsportscar.com/
• https://www.bonhams.com/
• https://www.rmssothebys.com/

Related on PULSE

• [More grand tourers 1973 rankings and buying guides](/knowledge)
• [PULSE Tools and calculators](/tools)
• [Everything on PULSE RevOps](/)