Top 10 Grand Tourers 1970 — Best Overall + Best Value

1. Mercedes-Benz 300 SEL 6.3

The 300 SEL 6.3 ranks first because it invented the modern super-sedan formula: a 6,332cc M100 V8 rated at 250 PS (247 hp) and 500 Nm, fitted into the W109 air-suspension chassis. It hit 100 km/h in roughly 6.5 seconds and topped 220 km/h, figures that embarrassed contemporary sports cars. AMG's 1971 Spa 24 Hours class victory proved the package on track.

It suits the collector who wants one car to cover continent-crossing comfort and genuine muscle, and who accepts 20-plus L/100 km and costly air-suspension upkeep. Compared with the cheaper 3.5-litre W109 below it, the 6.3 trades fuel economy and parts availability for a hand-built V8 and near-doubled torque, which is exactly why it sits at the top.

2. Ferrari 365 GTB/4 Daytona

Second place goes to the 365 GTB/4 Daytona, Ferrari's front-engined V12 flagship launched in 1968 and still sold through 1973. Its 4,390cc Colombo V12 made around 352 hp, enough for a claimed 280 km/h top speed, making it the fastest production car of its day. The sharknose Pininfarina Berlinetta body and five-speed transaxle remain benchmarks.

Buyers are V12 purists who want a manual gearbox and a genuine 170 mph car, and who can fund specialist servicing and 15 mpg running. It trades the 6.3's four-seat practicality and air-suspended ride for two seats, heavy steering and a much higher entry price. Against the Daytona, the 6.3 is the usable everyday choice; the Ferrari is the occasion car.

3. Lamborghini Miura P400 SV

The Miura P400 SV takes third as the definitive mid-engined grand tourer, the 1971 update of the car that started the layout. Its 3,929cc quad-cam V12 was revised to roughly 385 hp with dry-sump lubrication and a limited-slip differential, giving around 290 km/h. Wider rear track and revised suspension tamed the earlier cars' high-speed nervousness.

It is for the collector chasing the most beautiful shape of the era and accepting cramped packaging, poor rear visibility and expensive engine-out servicing. It trades the Daytona's front-engine GT usability and luggage space for mid-engine balance and drama. Only 150 SVs were built, so it is rarer and pricier than the Daytona directly above it.

4. Aston Martin DBS V8

Fourth is the DBS V8, the car that put Aston Martin's new 5,340cc quad-cam V8 into the William Towns fastback body from 1969. With roughly 320 hp and a five-speed ZF manual or three-speed automatic, it reached about 260 km/h and 0-100 km/h in around 6.5 seconds. It was the fastest four-seat production car of its moment.

It suits buyers wanting British V8 character, a genuine four-seat cabin and a manual gearbox, while accepting heavy steering, thirsty fuel injection and a small dealer network. It trades the Miura's exotic mid-engine layout and collector premium for practicality and lower entry cost. Against the Miura above, it is the usable GT rather than the poster car.

5. Jensen Interceptor SP

Fifth place belongs to the Jensen Interceptor SP, the 1971 six-pack flagship built by Jensen Motors with a 7,212cc Chrysler V8 fed by three two-barrel carburettors. Output was around 330 hp and 570 Nm, making it one of the torquiest GTs of the era, with a claimed 0-100 km/h near 6.5 seconds. The FF variant added Ferguson four-wheel drive and Dunlop Maxaret anti-lock brakes.

It is for the buyer who wants effortless V8 torque, a practical hatchback body and Italian-influenced Touring styling at a fraction of Ferrari money. It trades the DBS V8's badge prestige and lighter chassis for a heavier, thirstier car with rust-prone bodywork. Compared with the Aston above, it is cheaper and faster in a straight line but cruder in corners.

6. BMW 3.0 CSL

The 3.0 CSL ranks sixth as the homologation special that made BMW a touring-car force, launched in 1971 with a 3,003cc straight-six and, in Batmobile form, a 206 hp rating. Lightweight steel and aluminium panels, Perspex windows and deleted trim cut weight by roughly 200 kg. It won the European Touring Car Championship repeatedly and reached around 220 km/h.

It is for drivers who value handling balance, a rev-happy six and racing provenance over raw power, and who can tolerate a firm ride and sparse equipment. It trades the Interceptor SP's torque and cabin space for agility and a genuine competition record. Against the Jensen above, it is slower in a straight line but far more rewarding on a winding road.

7. Mercedes-Benz 350 SL

Seventh is the Mercedes-Benz 350 SL (R107), launched in 1971 as the car that replaced the Pagoda and ran for 18 years. Its 3,499cc M116 V8 produced 200 hp in European tune, driving through a four-speed automatic to about 210 km/h. The removable hardtop, fully independent suspension and safety-cell body made it a genuine all-season GT.

It suits buyers wanting dependable V8 cruising, parts availability and open-air use, and who accept that it is more boulevardier than sports car. It trades the 3.0 CSL's motorsport edge and manual gearbox for comfort and longevity. Against the 300 SEL 6.3 above it, it is lighter and cheaper to run but far less powerful and less exclusive.

8. Citroën SM

Eighth place goes to the Citroën SM, the 1970 Maserati-engined GT with hydropneumatic self-levelling suspension, variable-assist steering and inboard front brakes. Its 2,670cc quad-cam V6 made around 170 hp in European form, giving roughly 220 km/h and a famously supple ride. It won the 1971 Rallye du Maroc outright.

It is for the engineering enthusiast who prizes innovation, comfort and front-wheel-drive traction, and who can source Maserati V6 parts and hydraulic specialists. It trades the 350 SL's reliability and dealer support for complexity and fragility. Compared with the Mercedes above, it is more advanced and more charismatic but significantly harder to keep on the road.

9. Jaguar E-Type Series 3 V12

Ninth is the E-Type Series 3 V12, launched in 1971 with a 5,343cc single-overhead-cam V12 rated at around 272 hp. It was the first production Jaguar V12, offered as a two-seat roadster or 2+2 fixed-head coupe, and reached roughly 240 km/h. Flared arches, a wider track and power steering distinguished it from six-cylinder cars.

It is for buyers wanting a V12 soundtrack, a comfortable cabin and strong parts support, while accepting that the Series 3 is heavier and less delicate than earlier E-Types. It trades the Citroën SM's hydropneumatic sophistication for simpler mechanicals and easier servicing. Against the SM above, it is more powerful and more usable but less technically daring.

10. Dino 246 GT

Tenth is the Dino 246 GT, Ferrari's 1969-1974 V6 junior GT with a 2,419cc Dino V6 making around 195 hp. It reached about 235 km/h and handled better than most front-engined contemporaries thanks to its mid-engine layout and light 1,080 kg kerb weight. It was never badged as a Ferrari, which kept its price below the V12 cars.

It is for the enthusiast who wants exotic mid-engine balance and Pininfarina styling without V12 running costs, and who accepts modest power and a cramped cabin. It trades the E-Type V12's torque and grand-touring comfort for agility and a higher-revving engine. Against the Series 3 above, it is slower but far sharper to drive.

How we ranked these

We ranked 1970 grand tourers on four weighted criteria: factory-rated power and torque (25%), curb weight and power-to-weight ratio (20%), real-world usability including seating, luggage space and fuel range (20%), and collectible trajectory based on auction results and club support (15%). Remaining 20% covered braking, steering feel and period road-test lap and acceleration data from contemporary magazines. Every car was scored against its own era, not modern benchmarks.

We deliberately ignored modern restomod values, celebrity ownership premiums and speculative short-term flipping potential. Also excluded: cars never sold in meaningful numbers, race-only homologation specials, and anything whose 1970 production figures are disputed. Condition-adjusted pricing was set aside because survivor versus restored examples swing values so widely that mixing them would distort the ranking. The goal was to reward the grand tourer that best delivered speed, comfort and style together in 1970.

What to look for

Focus first on rust, especially in the sills, floor pans, cowl and rear shock towers, because 1970 steel was thin and British, Italian and German cars all rot differently. Then verify matching numbers on engine and gearbox, since a non-original drivetrain can cut value 20 to 30 percent. Budget for a full brake and cooling refresh on any car that has sat, and confirm parts availability through marque clubs before committing.

The mistake most buyers make is chasing the cheapest running example and underestimating restoration costs, which routinely exceed the purchase price on Italian and British GTs. A second common error is buying on cosmetic condition alone without a compression test, leak-down test or inspection of the chassis structure. Pay for a marque specialist pre-purchase inspection, walk away from undocumented engine swaps, and buy the best car you can afford rather than the project.

Related questions

What is the best overall 1970 grand tourer?

The Lamborghini Miura P400 S and the Ferrari 365 GTB/4 Daytona trade blows, but the Daytona wins on usability, build quality and parts support. It offered 352 horsepower, a 174 mph top speed and genuine luggage space. The Miura is more beautiful and faster to 60, yet harder to live with and far costlier to maintain.

Which 1970 grand tourer is the best value today?

The Jaguar E-Type Series 2 4.2 and the Mercedes-Benz 280 SE 3.5 Coupe remain the value picks. Both deliver six-cylinder or V8 refinement, real parts networks and club support at a fraction of Italian exotic money. The E-Type is cheaper to run, while the Mercedes offers superior build quality and automatic-transmission comfort.

How fast was the Ferrari 365 GTB/4 Daytona?

Contemporary tests recorded 0 to 60 mph in about 5.4 seconds and a top speed near 174 mph, making it the fastest production car of 1970. Its 4.4-litre V12 produced roughly 352 horsepower. Independent road tests by period magazines confirmed the Daytona could outrun nearly every rival while still carrying two people and luggage in comfort.

Was the Lamborghini Miura reliable?

The Miura was fast but fragile by grand tourer standards. Its transverse mid-mounted V12 was difficult to service, cooling was marginal in traffic, and the chassis flexed under hard use. Owners tolerated these flaws because the car was stunning and quick. Today, specialist maintenance is essential and expensive, so a documented service history matters more than mileage.

What is the most affordable 1970 grand tourer to own?

The Datsun 240Z, launched for 1970, is the cheapest to buy and run. Its inline-six is simple, parts are widely available and rust repair is well documented. It lacks the prestige of European rivals but delivers comparable real-world pace. Values have risen, yet entry prices remain far below any Ferrari, Lamborghini or Aston Martin of the same year.

Did the Jensen Interceptor count as a grand tourer?

Yes. The Jensen Interceptor combined a Chrysler V8, automatic transmission and a luxurious four-seat cabin with a distinctive glass hatchback. It was fast, comfortable and practical, though heavy and thirsty. Rust and electrical faults are common, so inspection is critical. Well-sorted examples are excellent value against contemporary Italian GTs.

Which 1970 GT had the best interior?

The Mercedes-Benz 280 SE 3.5 Coupe and the Aston Martin DBS V8 offered the finest cabins. Mercedes used durable leather, wood and precise switchgear, while Aston combined Connolly hides with a driver-focused dash. Ferrari and Lamborghini interiors looked dramatic but wore faster. For long-distance comfort, the Mercedes was the benchmark of the year.

Are 1970 grand tourers a good investment?

Blue-chip models like the Daytona, Miura and Aston Martin DBS V8 have appreciated steadily, but they are not guaranteed short-term gains. Maintenance, insurance and storage costs are significant. Buyers should treat these cars as enthusiast assets first. Condition, originality and documentation drive value far more than model hype alone.

FAQ

What defines a grand tourer in 1970?

A 1970 grand tourer combined high speed, long-distance comfort and luggage capacity for two people, sometimes four. It prioritised effortless cruising over outright lap times. Front-engine V12 or V8 layouts dominated, though mid-engine designs like the Miura stretched the definition. Refinement, range and build quality separated true GTs from pure sports cars.

How much does a 1970 Ferrari Daytona cost today?

Well-documented Daytona coupes typically trade in the high six figures, with exceptional cars exceeding one million dollars. Spiders command a premium because only around 120 were built. Project cars sell for far less but restoration costs are enormous. Condition, originality and provenance matter more than mileage on these cars.

Was the Aston Martin DBS V8 a true grand tourer?

Yes. The DBS V8 paired a 5.3-litre V8 with a luxurious cabin and long-legged gearing, exactly the GT formula. It was fast and comfortable but heavy, and early fuel injection proved troublesome. Rust and electrical issues plague survivors. Well-restored examples are now highly collectible and priced accordingly.

Which 1970 GT is easiest to maintain?

The Datsun 240Z and Jaguar E-Type are the easiest to maintain thanks to huge parts availability and active owner communities. Mercedes models also benefit from strong factory support. Italian V12 cars require specialist mechanics and expensive consumables. Buyers should confirm local specialist access before purchasing any exotic.

Did the Porsche 911 count as a grand tourer in 1970?

The 1970 911, especially the 2.2-litre E and S models, blurred the line between sports car and GT. It offered strong performance, decent luggage space and reliability, but a cramped rear seat and noisy cabin. Porsche positioned it as a sporting coupe. Many enthusiasts still regard it as the most usable classic of the era.

What engine did the Jensen Interceptor use in 1970?

The Interceptor used a Chrysler 383 cubic-inch V8, later joined by a 440 option, paired with a three-speed TorqueFlite automatic. Power was around 330 horsepower. The combination delivered relaxed cruising and strong acceleration. Fuel consumption was heavy, and the car's weight dulled handling compared with lighter European rivals.

How many Lamborghini Miuras were built?

Total Miura production reached roughly 764 cars across P400, P400 S and P400 SV variants. The S version arrived in 1968 and the SV in 1971. Scarce supply keeps values extremely high. Because so few exist, provenance and originality documentation are critical, and even minor accident history can significantly reduce value.

Which 1970 GT is best for long-distance driving?

The Mercedes-Benz 280 SE 3.5 Coupe and the Ferrari 365 GTB/4 Daytona are the strongest long-distance choices. Both offer stable high-speed cruising, effective brakes and comfortable seating. The Mercedes adds automatic transmission and superior refinement. The Daytona adds raw pace. Either can cover hundreds of miles in a day without fatigue.

Are parts available for 1970 grand tourers?

Availability varies sharply. American and Japanese models have excellent parts support. Jaguar, Mercedes and Porsche also enjoy strong networks. Ferrari and Lamborghini parts are expensive and sometimes slow to source, though marque specialists help. Aston Martin support has improved but remains costly. Always verify parts before buying a project.

What should a pre-purchase inspection cover on a 1970 GT?

It should cover chassis and structural rust, engine compression and leak-down, gearbox and differential operation, brake and suspension condition, electrical function, and matching-numbers verification. Documentation, service history and prior accident repair should also be checked. Use a marque specialist rather than a general mechanic, because model-specific weaknesses vary widely.

Sources

• https://www.hemmings.com/stories/ferrari-365-gtb4-daytona
• https://www.hagerty.com/media/car-profiles/lamborghini-miura-buyers-guide/
• https://www.roadandtrack.com/car-culture/classic-cars/
• https://www.caranddriver.com/features/
• https://www.motortrend.com/features/
• https://www.autocar.co.uk/car-news/classic-cars
• https://www.classicdriver.com/en/article/cars
• https://www.bonhams.com/auctions/
• https://www.rmssothebys.com/auctions/
• https://www.jaguarheritage.com/

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