Top 10 Grand Tourers 1997 — Best Overall + Best Value

1. Ferrari 550 Maranello

The 550 Maranello takes the top spot because it paired a 478-hp 5.5-liter V12 with a conventional six-speed manual transaxle, hitting 60 mph in about 4.4 seconds and 199 mph flat out. It was the first front-engine V12 Ferrari flagship since the Daytona, and its steel-and-aluminum body weighed roughly 3,700 pounds. At around $200,000 new, it was the definitive 1997 grand tourer.

It suits purists who want a gated manual and a naturally aspirated V12, and who can stomach 11-mpg city fuel economy and expensive major services. Compared with the 456M directly below, the 550 trades rear-seat practicality and a softer ride for sharper steering and considerably more power. Buyers wanting an automatic or all-weather usability should look at the Porsche 911 Turbo instead.

2. Ferrari 456M GT

The 456M GT ranks second because it was the refined V12 grand tourer of 1997, with a 436-hp 5.5-liter V12, a six-speed manual, and a genuine 2+2 cabin. It reached 60 mph in roughly 5.0 seconds and topped 186 mph, while the 'M' update added better cooling, revised aerodynamics, and improved seats. It was the most usable Ferrari of its era.

It is for buyers who need rear seats and a supple ride for long continental trips, not track days. It gives away about 42 hp and some steering sharpness to the 550 Maranello above, and its older styling and heavier curb weight make it feel less athletic. Against the Aston Martin DB7 below, it offers a stronger engine and better build consistency at a higher price.

3. Porsche 911 Turbo

The 993-generation 911 Turbo earns third because its twin-turbocharged 3.6-liter flat-six made 408 hp and 400 lb-ft, launching it to 60 mph in about 3.9 seconds and 180 mph. All-wheel drive and a six-speed manual made it usable in any weather, and it was the last air-cooled 911 Turbo. It cost around $110,000 new.

It is for drivers who want supercar acceleration with everyday reliability and all-season traction, and who accept a cramped rear seat and turbo lag below 3,000 rpm. It undercuts the Ferrari 456M GT above on price and practicality but lacks that car's V12 soundtrack and grand-touring cabin space. The Aston Martin DB7 below offers more elegance at a similar outlay.

4. Aston Martin DB7

The DB7 ranks fourth because its supercharged 3.2-liter inline-six produced 335 hp, enough for 0-60 in about 5.8 seconds and a 157-mph top speed. Its Ian Callum-penned body was widely considered the most beautiful shape of 1997, and the cabin used Connolly leather and walnut. It cost roughly $130,000 new.

It is for buyers who prioritize style and a hand-built interior over outright pace, and who accept that it shares some underpinnings with the Jaguar XK8. It is slower than the Porsche 911 Turbo above and less powerful than the Ferrari 456M GT, but it undercuts both on exclusivity per dollar. The Jaguar XK8 below delivers similar character for far less money.

5. Jaguar XK8 Coupe

The XK8 Coupe places fifth because its 290-hp 4.0-liter AJ-V8 delivered 0-60 in about 6.7 seconds and a 155-mph top speed at a base price near $70,000. It introduced Jaguar's modern V8 era and offered a genuinely luxurious cabin with leather and wood. The coupe's fastback roofline was a clear nod to the E-Type.

It is for buyers who want grand-touring looks and comfort on a realistic budget, and who can live with a four-speed automatic only and a rear seat best suited to children. It is significantly cheaper than the Aston Martin DB7 above but trails it on prestige and power. The Chevrolet Corvette below beats it decisively on performance per dollar.

6. Chevrolet Corvette C5

The C5 Corvette ranks sixth because its all-new 5.7-liter LS1 V8 made 345 hp, propelling it to 60 mph in about 4.8 seconds and 175 mph. A hydroformed frame and rear transaxle gave it genuine handling balance, and the coupe cost roughly $38,000. It was the best performance value of 1997 by a wide margin.

It is for buyers who want supercar-adjacent speed and low running costs, and who accept a plasticky interior and common build-quality complaints. It is far cheaper than the Jaguar XK8 above while being quicker, but it lacks that car's luxury ambience and badge cachet. The BMW 840Ci below counters with German build quality and a V8 of its own.

7. BMW 840Ci

The 840Ci earns seventh because its 4.4-liter V8 produced 282 hp, giving 0-60 in about 6.3 seconds and a 155-mph top speed. The E31 chassis used a multi-link rear axle and offered an early electronic stability system, and the cabin was trimmed in leather and wood. It cost around $80,000 new.

It is for buyers who value autobahn stability and BMW build quality over outright speed, and who accept heavy curb weight and costly maintenance. It is slower than the Chevrolet Corvette C5 above but far more refined, and it undercuts the Jaguar XK8 on power. The Mercedes-Benz SL500 below offers similar luxury with a retractable roof.

8. Mercedes-Benz SL500

The SL500 ranks eighth because its 5.0-liter V8 made 315 hp, reaching 60 mph in about 6.1 seconds and a limited 155 mph. The R129 generation offered a fully automatic convertible top, integral roll bar, and a cabin that felt bank-vault solid. It cost roughly $85,000 new in 1997.

It is for buyers who want open-air grand touring with Mercedes reliability and safety, and who accept a two-seat cabin and substantial 4,000-pound curb weight. It is more practical than the BMW 840Ci above thanks to its convertible roof, but heavier and less agile. The Lexus SC400 below delivers similar cruising comfort with better reliability records.

9. Lexus SC400

The SC400 places ninth because its 4.0-liter 1UZ-FE V8 produced 260 hp, delivering 0-60 in about 6.9 seconds and a 150-mph top speed. It paired that smooth engine with Lexus build quality and a quiet, leather-lined cabin, all for roughly $50,000. It was the most dependable grand tourer on sale in 1997.

It is for buyers who want effortless cruising and low ownership hassle, and who accept soft handling and an automatic-only drivetrain. It is slower than the Mercedes-Benz SL500 above but cheaper and more reliable, and it lacks that car's badge prestige. The Acura NSX-T below trades comfort for genuine sports-car dynamics.

10. Acura NSX-T

The NSX-T ranks tenth because its mid-mounted 3.2-liter V6 made 290 hp in manual form, hitting 60 mph in about 4.5 seconds and 168 mph. An all-aluminum body and chassis kept weight near 3,000 pounds, and the targa roof added open-air driving for 1997. It cost around $85,000.

It is for buyers who want exotic-car dynamics with Honda reliability, and who accept limited luggage space and a firm ride. It is quicker than the Lexus SC400 above but far less comfortable over distance, and it costs considerably more. As a grand tourer it sacrifices cargo capacity and ride compliance for sharpness no other car on this list matches.

How we ranked these

We ranked 1997 grand tourers on four weighted criteria: powertrain output and delivery (30%), chassis balance and steering feel (25%), long-distance comfort and cabin quality (20%), and real-world running costs including parts availability (25%). Each car was scored against period road tests, factory performance figures, and current market pricing for well-kept examples. Value weighting was applied separately to identify the best overall pick versus the smartest money.

We deliberately ignored collector hype, limited-edition status, and short-term appreciation forecasts. Those factors reward speculation, not driving. We also excluded track-only specials, tuned cars, and anything requiring a specialist just to start. The goal was a usable grand tourer you could buy, insure, service, and drive across a continent without drama or a second mortgage.

What to look for

The single biggest factor is condition history, not mileage. A 60,000-mile car with full records, fresh bushings, and a recent cooling-system overhaul will cost less over three years than a 30,000-mile garage queen with dried seals and original fluids. Budget for a pre-purchase inspection by a marque specialist before you negotiate.

The mistake most buyers make is chasing the cheapest example of the most exotic badge on the list. That usually means deferred maintenance, obsolete electronics, and parts sourced from three continents. Buy the best car you can afford within a platform with strong community support and available spares, even if it is a tier lower on the desirability ladder.

Related questions

What is the best overall grand tourer from 1997?

The Porsche 993 Turbo sits at the top for its blend of usable performance, build quality, and all-weather traction. It delivers supercar acceleration with everyday reliability and a vast specialist network. Values have risen, but running costs remain predictable compared with Italian rivals, making it the safest long-term choice.

Which 1997 grand tourer offers the best value today?

The Chevrolet Corvette C5 represents the strongest value. It offers 345 horsepower, a rigid chassis, and genuine highway comfort at a fraction of European prices. Parts are cheap and everywhere, and the LS1 engine is famously durable. Well-kept examples remain affordable, making it the smart money pick.

Is the Ferrari 550 Maranello a good daily grand tourer?

It can be, with caveats. The 5.5-liter V12 and gated manual are glorious, and the cabin is genuinely comfortable over distance. However, service intervals are costly, and aging electronics demand attention. Buy a documented car with recent belts and clutch, and keep a specialist on retainer.

How does the Aston Martin V8 Vantage compare?

The V8 Vantage offers immense character and a hand-built feel the Germans cannot match. Its twin-supercharged V8 delivers effortless torque. The trade-off is weight, thirst, and a smaller dealer network. Values have climbed, so condition and provenance matter more than ever when shopping.

What about the Jaguar XK8 as a value pick?

The XK8 delivers elegant styling and a smooth V8 at accessible prices. Early cars suffer from timing-chain tensioner and Nikasil concerns, so later examples are safer. Rust in the sills and floor is the real killer. A inspected, rust-free car is a lovely, relaxed tourer for modest money.

Should I consider the Mercedes-Benz SL600?

The R129 SL600 pairs a silky V12 with a beautifully engineered roof and chassis. It is a superb long-distance car. The catch is complexity: hydraulic suspension, wiring, and electronics can bankrupt the unwary. Buy the best-maintained example you can find, and budget for specialist upkeep.

Which 1997 GT has the best manual gearbox?

The Porsche 993 Turbo and Ferrari 550 both offer superb manuals, but the 993's shift action and clutch feel are more consistent. The Corvette C5's Tremec is rugged and cheap to service. For pure engagement, the Ferrari's gated shifter wins on occasion, though it demands more skill.

Are 1997 grand tourers a good investment?

Some are, but buying purely for profit is risky. Limited-production Ferraris and Porsches have appreciated, while mass-produced models have been flatter. Focus on condition, documentation, and originality. A well-sorted car will hold value and deliver enjoyment, which is the real return on a grand tourer.

FAQ

What defines a grand tourer versus a sports car?

A grand tourer prioritizes comfortable long-distance travel with performance, while a sports car prioritizes agility and feedback above all. GTs typically offer larger cabins, more luggage space, softer suspension, and effortless torque. The best 1997 GTs still deliver strong pace but never punish you over a 500-mile day.

How much should I budget for maintenance on a 1997 GT?

Expect annual running costs from roughly 1,500 dollars for a Corvette to over 8,000 dollars for a Ferrari or Aston Martin. Tires, fluids, belts, and brakes dominate. Set aside a contingency fund equal to 20 percent of purchase price for the first year, because deferred items surface quickly on older cars.

Which 1997 GT is easiest to live with daily?

The Porsche 993 Turbo and Chevrolet Corvette C5 are the most livable. Both start reliably, have strong parts networks, and tolerate regular use. The Porsche adds all-wheel drive for poor weather. The Corvette adds cheap consumables and a huge aftermarket. Either can serve as a genuine only car.

Do I need a pre-purchase inspection for a 1997 GT?

Yes, without exception. A marque specialist can spot rust, accident repair, worn suspension, and looming engine work that a generic mechanic will miss. The few hundred dollars spent typically saves thousands. Never buy based on photos or a seller's assurances, no matter how clean the car looks.

Are automatic 1997 grand tourers worth buying?

It depends on the car. The Mercedes SL and Jaguar XK8 suit automatics well, matching their relaxed character. Ferraris and Porsches lose significant value and engagement with automatics. If you plan to tour in traffic, a good automatic is fine, but resale will favor the manual in most enthusiast models.

What mileage is acceptable on a 1997 grand tourer?

Condition and records matter far more than the odometer. A 100,000-mile car with consistent maintenance is often a better buy than a 40,000-mile car that sat unused. Seals, hoses, and bushings degrade with time regardless of mileage. Inspect for evidence of regular use and recent major service.

Which 1997 GT has the best parts availability?

The Chevrolet Corvette C5 wins comfortably, with cheap and widely stocked components. Porsche 993 parts are strong through specialists and clubs. Jaguar and Mercedes have decent networks. Ferrari, Aston Martin, and Lotus parts are expensive and sometimes slow, so factor waiting time and shipping into ownership.

How do insurance costs compare across these cars?

Insurance varies more by driver and usage than by car, but exotic badges cost more. Ferraris and Aston Martins often require agreed-value policies and specialist insurers. Corvettes and Jaguars are cheaper to cover. Limited mileage and classic policies can cut premiums substantially if you do not commute in the car.

Can a 1997 grand tourer handle modern traffic and fuel?

Yes. All the cars here run on unleaded pump fuel and cope with highway speeds easily. Some early electronics lack modern connectivity, and older air conditioning may struggle in extreme heat. Cooling systems, when refreshed, handle traffic fine. None require lead additives or exotic fuel blends.

What is the biggest risk when buying a 1997 GT?

Rust and hidden accident damage are the biggest risks, followed by deferred mechanical work. Electronics and obsolete control modules can also be troublesome, especially on flagship models. Always verify chassis numbers, service history, and prior ownership. A cheap car with no records is rarely a bargain.

Sources

• https://www.caranddriver.com/reviews/a15137061/1997-chevrolet-corvette-c5-road-test/
• https://www.roadandtrack.com/car-culture/classic-cars/a29347/ferrari-550-maranello/
• https://www.motortrend.com/reviews/1997-porsche-911-turbo/
• https://www.autocar.co.uk/car-review/aston-martin/v8-vantage
• https://www.hemmings.com/stories/article/jaguar-xk8
• https://www.hagerty.com/media/car-profiles/mercedes-benz-sl-class-r129-buyers-guide/
• https://www.topgear.com/car-news/classic/ferrari-550-maranello-buying-guide
• https://www.pca.org/technical/993-buyers-guide

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