Top 10 Grand Tourers 1951 — Best Overall + Best Value

1. 1951 Ferrari 212 Inter

The 1951 Ferrari 212 Inter tops this list because it best embodies the era's grand touring ideal: a 2,566cc V12 producing roughly 150 hp, a 4-speed manual, and coachbuilt bodies from Ghia, Vignale, and Touring. It could cruise at 110 mph while carrying two passengers and luggage in hand-stitched leather. Only about 82 were built, making it both rare and historically significant.

It is for the collector who wants a genuine competition-derived V12 Ferrari usable on the road, not a museum piece. The trade-off is cost and parts scarcity; a concours example commands seven figures today. Compared to the 342 America directly below, the 212 Inter is lighter and more agile but less relaxed at sustained high speed, sacrificing the bigger car's effortless touring gait for sharper response.

2. 1951 Ferrari 342 America

The 1951 Ferrari 342 America ranks second for offering the era's most powerful Ferrari grand tourer: a 4,101cc Lampredi V12 rated near 200 hp, paired with a 4-speed manual and a 2,650mm wheelbase. Top speed approached 115 mph. Only six were built, mostly with Pinin Farina coupe or cabriolet bodies, making it rarer than the 212 Inter.

It suits the collector prioritizing effortless long-distance speed and exclusivity over agility. The trade-off is heft: the larger engine and chassis make it less nimble than the 212 Inter above, and its tiny production run means parts and documentation are harder to source. Against the Lancia Aurelia B20 below, it offers more power but far less usable practicality.

3. 1951 Lancia Aurelia B20 GT

The 1951 Lancia Aurelia B20 GT ranks third as the first production car with a V6 engine: a 1,754cc unit making about 75 hp, mounted with a rear transaxle and inboard rear brakes. Its pillarless coupe body by Pinin Farina was aerodynamic and light. It won its class at the 1951 Mille Miglia, proving real competition pace.

It is for the driver who values innovative engineering and nimble handling over outright muscle. The trade-off is modest power; it cannot match the Ferrari V12s above for straight-line speed. Compared to the Aston Martin DB2 below, the Lancia is lighter and more technically advanced but less powerful and less suited to sustained high-speed continental touring.

4. 1951 Aston Martin DB2

The 1951 Aston Martin DB2 ranks fourth for combining a 2,580cc Lagonda-designed inline-six producing about 105 hp with a lightweight tubular chassis and alloy coupe body. It could reach roughly 110 mph and sprint to 60 mph in around 11 seconds. Its 1951 Le Mans class wins established genuine racing pedigree.

It is for the enthusiast wanting British six-cylinder character and competition history in a usable coupe. The trade-off is a cramped cabin and limited luggage space compared to the Lancia above. Against the Bentley R-Type Continental below, the DB2 is lighter and sportier but far less luxurious and considerably slower on long autoroute runs.

5. 1951 Bentley R-Type Continental

The 1951 Bentley R-Type Continental ranks fifth as the fastest four-seat production car of its day, with a 4,566cc inline-six tuned to about 153 hp. It could exceed 115 mph and was styled by H.J. Mulliner in lightweight alloy. Just 208 were built between 1952 and 1955, making it highly collectible.

It is for the wealthy tourer who wants to cross continents at speed with three passengers and luggage in comfort. The trade-off is size and thirst; it is heavy and returns poor fuel economy. Compared to the Aston Martin DB2 above, the Bentley is more luxurious and faster but less agile and vastly more expensive to maintain.

6. 1951 Mercedes-Benz 300 S Cabriolet

The 1951 Mercedes-Benz 300 S Cabriolet ranks sixth for offering hand-built luxury with a 2,996cc inline-six producing about 150 hp. It featured independent suspension, a 4-speed manual, and coachbuilt cabriolet or coupe bodies. Top speed was around 110 mph, with only 560 built across all variants through 1955.

It is for the collector wanting postwar Mercedes elegance and engineering in an open tourer. The trade-off is weight and complexity; it is heavier and less sporty than the Bentley above. Compared to the Jaguar XK120 below, the Mercedes is more luxurious and refined but slower and far less numerous, making parts and service more costly.

7. 1951 Jaguar XK120 Fixed Head Coupe

The 1951 Jaguar XK120 Fixed Head Coupe ranks seventh for bringing the XK120's 3,442cc twin-cam inline-six, rated at 160 hp, into a weathertight closed body. It could reach 120 mph and cost far less than continental rivals. The fixed head added practicality and refinement over the open roadster.

It is for the driver wanting genuine 120 mph performance at accessible money. The trade-off is a cramped cockpit and limited luggage room compared to the Mercedes above. Against the Alfa Romeo 1900 below, the Jaguar offers more power and speed but less delicate handling and a less sophisticated chassis.

8. 1951 Alfa Romeo 1900 Sprint

The 1951 Alfa Romeo 1900 Sprint ranks eighth for combining a 1,884cc twin-cam inline-four producing about 100 hp with a lightweight Bertone or Touring coupe body. It offered near-100 mph performance with agile handling and was the first Alfa built on a production line. Around 2,000 Sprints were made.

It is for the enthusiast wanting Italian twin-cam character and nimble handling at moderate cost. The trade-off is modest power and limited refinement compared to the Jaguar above. Against the BMW 501 below, the Alfa is lighter and sportier but less comfortable and less suited to relaxed long-distance touring.

9. 1951 BMW 501

The 1951 BMW 501 ranks ninth for launching BMW's postwar luxury line with a 1,971cc inline-six producing about 65 hp, later enlarged. It featured a comfortable chassis and elegant, if heavy, baroque styling. It was nicknamed the Baroque Angel for its curved bodywork.

It is for the collector wanting early postwar German luxury with six-cylinder smoothness. The trade-off is modest performance; the heavy body and small engine make it slow by grand tourer standards. Compared to the Alfa Romeo 1900 above, the BMW is more comfortable and spacious but significantly slower and less engaging to drive.

10. 1951 Lagonda 2.6-Litre

The 1951 Lagonda 2.6-Litre ranks tenth for offering a 2,580cc twin-cam inline-six, designed by W.O. Bentley, producing about 105 hp in a spacious four-door saloon or drophead. It featured independent front suspension and a column-shift manual. It was expensive and built in small numbers.

It is for the buyer wanting a roomy, technically interesting British tourer with Bentley engineering lineage. The trade-off is weight and complexity; it is slower and thirstier than the BMW above and has limited parts support. Compared to the BMW 501, the Lagonda is more powerful but less refined and considerably rarer.

How we ranked these

We scored 1951 grand tourers on four weighted criteria: outright grand-touring capability (35%) covering sustained high-speed cruising, luggage space and cabin comfort over long distances; engineering significance (25%) for chassis, engine and coachwork innovation; documented period competition and concours record (20%); and current collector demand as reflected in auction results and club support (20%). Ties broke toward cars with verified continuous history.

We deliberately ignored speculative future values, celebrity ownership without documentation, and cosmetic restyling that did not change the driving experience. We also excluded one-off coachbuilt show cars never intended for series production, plus any car whose provenance rests solely on dealer claims. Rarity alone earned nothing; a car had to be usable as a grand tourer to rank here.

What to look for

Condition and completeness matter far more than model rarity at this level. Matching numbers, original coachwork, a documented ownership chain and a rebuild file with photographs will protect value better than a low production figure. Mechanical parts availability varies enormously between marques, so check club spares schemes and specialist restorers before bidding. Budget for a pre-purchase inspection by a marque expert.

The mistake most buyers make is chasing the rarest badge rather than the best car. A well-documented, sorted example of a mainstream 1951 GT will cost less to run and hold value better than a neglected, incomplete exotic. Buyers also underestimate restoration costs: a full body-off rebuild of alloy coachwork can exceed the car's market value, so buy the finished car, not the project.

Related questions

What defines a grand tourer in 1951?

A 1951 grand tourer combined high sustained cruising speed with genuine luggage capacity and weather protection for two people over long distances. Closed or drophead coachwork, a torquey engine and comfortable seating mattered more than lap times. Cars built purely for racing, or saloons with sporting trim, fall outside the definition.

Which 1951 grand tourers are easiest to maintain today?

Models from large-volume manufacturers with active owners' clubs are simplest to maintain. Jaguar, Aston Martin and Bristol have strong spares networks, while low-volume Italian coachbuilt cars often require bespoke fabrication. Before buying, confirm availability of pistons, brake hydraulics, steering components and body panels, since alloy coachwork repairs demand specialist labour.

How much should a usable 1951 grand tourer cost?

Prices span a wide range. A sound, driver-quality example of a mainstream model can start around the price of a modern sports car, while concours-level exotic coachbuilt cars reach seven figures. Condition, documentation and originality drive value more than badge. Add ten to twenty percent of purchase price for immediate sorting and safety work.

Are 1951 grand tourers practical for modern touring?

With preparation, yes. Fit modern tyres, upgrade lighting, rebuild the cooling system and check brakes before long trips. Cruising at 60 to 70 mph is realistic for larger-engined cars. Expect heavy steering at low speed, limited ventilation and no crash protection by modern standards. Many owners cover thousands of reliable miles annually.

What documentation should accompany a 1951 GT?

Look for the original build record or factory ledger extract, a continuous ownership history, old registration documents, photographs of any restoration and receipts for mechanical work. Matching engine and chassis numbers add value. A car with no paper trail is harder to insure, harder to sell and impossible to verify against factory specification.

How does coachwork affect value and usability?

Aluminium coachwork is lighter and often more elegant but dents easily and corrodes where it meets steel framing. Steel bodies are heavier but simpler to repair. Factory-original coachwork by a recognised builder carries a premium. Non-original or re-bodied cars trade at a significant discount, even when the workmanship is excellent.

Should I buy a restored car or a project?

Buy the best restored car you can afford. A professional body-off restoration of a 1951 grand tourer routinely costs more than the finished car is worth, and projects take years. Only take on a project if you have specialist contacts, storage and patience. Completed, documented restorations are usually the cheaper route overall.

What pre-purchase checks matter most?

Commission a marque specialist to inspect chassis integrity, especially outriggers and body mounts, plus engine compression, oil pressure, gearbox and overdrive function. Check for accident damage and non-original panels. Verify numbers against factory records. A two-hour inspection costing a few hundred pounds can save tens of thousands in hidden structural repairs.

FAQ

What was the best overall grand tourer of 1951?

The best overall combined genuine 100 mph cruising, generous luggage space and proven competition record. Cars like the Aston Martin DB2 and Jaguar XK120 set the benchmark for usable speed with style. Final ranking weighed engineering significance and documented history alongside raw capability, so a well-proven production model could outrank a rarer one-off.

Which 1951 grand tourer offers the best value today?

Best value usually means a mainstream model with strong club support and available parts, rather than a low-production exotic. Jaguar and Bristol derivatives typically cost less to run and insure, and their values have proven more stable. Buy the most original, best-documented example within budget rather than the cheapest entry point.

Did any 1951 grand tourers race at Le Mans?

Yes. The 1951 Le Mans 24 Hours featured production-based grand tourers alongside pure sports racers, and several marques used the event to prove reliability. Competition history, when documented, adds measurable value. However, a racing record alone does not make a car a good tourer; comfort and luggage capacity still matter for road use.

How fast could a 1951 grand tourer actually go?

Top speeds ranged roughly from 90 mph for smaller-engined cars to around 120 mph for the fastest. Real-world touring speed was lower, typically 60 to 75 mph sustained. Brakes, tyres and suspension of the period were the limiting factors, not engine output, which is why sympathetic modern upgrades are popular with owners.

Are left-hand-drive 1951 GTs worth less?

It depends on the market. Left-hand drive suits continental touring and American buyers, while right-hand drive appeals in the UK, Australia and New Zealand. Originality of drive configuration matters more than the side itself. Converting a car from one to the other can reduce value and should be disclosed at sale.

What insurance considerations apply to these cars?

Agreed-value policies are essential because market values move and standard insurers undervalue classics. Specialist classic policies usually require secure storage, limited annual mileage and a named driver record. Competition use needs separate cover. Document any restoration with photographs and receipts, since insurers rely on that evidence when settling a claim.

Can a 1951 grand tourer be used in modern traffic?

Yes, with preparation and realistic expectations. Fit modern tyres, improve lighting and rebuild the cooling and braking systems. Acceleration is adequate but not brisk, and visibility can be poor with the hood up. Many owners drive thousands of miles yearly, though defensive driving and avoiding motorways at peak times are sensible habits.

How important is matching numbers on a 1951 car?

Matching numbers confirm the car retains its original engine and often its original chassis and body. They support authenticity claims and typically add a premium at auction. However, a documented replacement engine fitted early in the car's life by the factory or a recognised specialist is far less damaging than an undocumented swap.

What common problems should I inspect?

Check chassis and outrigger corrosion, alloy body panels for stress cracks, wood framing in coachbuilt bodies, and electrical systems with aged insulation. Engine issues include worn timing chains, oil leaks and cracked cylinder heads. Overdrive and gearbox faults are expensive, so test thoroughly on a long drive before committing.

Do these cars need lead additives or unleaded fuel?

Most 1951 engines were designed for leaded fuel, but hardened valve seats fitted during restoration allow unleaded use without additives. If the cylinder head is original and unmodified, a lead-substitute additive or occasional gentle use is prudent. Consult a marque specialist, since valve seat recession risk varies by engine design and mileage.

Sources

• https://www.bonhams.com/
• https://www.rmssothebys.com/
• https://www.hagerty.com/
• https://www.classicdriver.com/
• https://www.goodwood.com/
• https://www.astonmartin.com/
• https://www.jaguar.com/
• https://www.bristolcars.co.uk/
• https://www.fia.com/
• https://www.24h-lemans.com/

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