Top 10 Grand Tourers 1989 — Best Overall + Best Value

1. Mercedes-Benz 560 SEC

The 560 SEC tops this list because its 5.5-liter M117 V8 produced 279 hp and 317 lb-ft, enough for 0-60 in roughly 6.5 seconds, while the pillarless coupe body rode on a 112.2-inch wheelbase. It cost around $79,000 in 1989, making it the most expensive mainstream Mercedes coupe. No rival matched its combination of torque, rear-seat space, and Autobahn stability.

It suits buyers who want effortless high-speed cruising and genuine four-seat comfort rather than lap times. It trades away fuel economy and agility, returning about 14 mpg and feeling 3,900 pounds heavy in corners. Compared with the BMW 850i below, it is softer and roomier but slower and thirstier, and its boxy styling divides opinion.

2. BMW 850i

The 850i ranks second because its 5.0-liter M70 V12 made 296 hp and 332 lb-ft, and it was the first production BMW with a six-speed manual bolted to twelve cylinders. Top speed was electronically limited to 155 mph, and the wedge body carried pop-up headlights and a 105.7-inch wheelbase. It launched in 1990 as a 1989-era flagship.

It is for drivers who want grand-touring presence with more handling bite than the Mercedes 560 SEC offers. It trades away rear-seat legroom and simplicity, packing two ECUs and a complex front suspension that ages expensively. Against the Porsche 928 S4 below, it is heavier and less precise but far more exotic in sound and curb appeal.

3. Porsche 928 S4

The 928 S4 takes third because its 5.0-liter V8 delivered 316 hp and 317 lb-ft, pushing the transaxle coupe to 60 mph in about 5.5 seconds and on to 168 mph. It won European Car of the Year in 1978 and by 1989 offered a four-speed automatic or five-speed manual. It was arguably the most complete fast GT on sale.

It is for buyers who want supercar pace with daily usability and a hatchback. It trades away the V12 and V8 prestige of the BMW and Mercedes above it, and its timing belt and engine mounts demand costly maintenance. Compared with the Jaguar XJS below, it is faster and better built but less elegant and far more expensive to service.

4. Jaguar XJS

The XJS ranks fourth because its 5.3-liter V12, updated for 1989, produced 262 hp and 290 lb-ft, and the facelifted car gained a new instrument panel and rounded styling. It offered a two-plus-two cabin, a 102-inch wheelbase, and a ride that prioritized wafting over outright speed. Few cars matched its dollar-per-cylinder value.

It is for buyers who value V12 smoothness and wood-and-leather charm at a fraction of German prices. It trades away reliability and fuel economy, with the V12 notoriously thirsty and prone to cooling and electrical faults. Against the Porsche 928 S4 above, it is slower and less durable, but it looks and sounds far more romantic.

5. Chevrolet Corvette ZR-1

The Corvette ZR-1 earns fifth because its Lotus-designed 5.7-liter LT5 V8 made 375 hp and 370 lb-ft, enough for 0-60 in 4.5 seconds and a 175 mph top speed. The 1990 model arrived as a 1989-era sensation, with a wider rear and full-width rear fascia. It was the fastest American car of its moment.

It is for buyers who want supercar performance at roughly $58,000, well under European rivals. It trades away refinement and badge prestige, and the LT5's complexity makes specialist servicing essential. Compared with the Jaguar XJS above, it is dramatically quicker and more reliable but lacks the Jaguar's cabin luxury and ride comfort.

6. Aston Martin Virage

The Virage places sixth because its 5.3-liter V8 produced 330 hp and 350 lb-ft, and it was the first all-new Aston since the DBS, launched in 1989 with a hand-built aluminum body. It reached 60 mph in about 6.5 seconds and cost roughly £125,000, positioning it against the Ferrari 412. Only a few hundred were made annually.

It is for collectors who want British exclusivity and a manual gearbox in a V8 coupe. It trades away build consistency and dealer support, and its styling is conservative next to Italian rivals. Against the Chevrolet Corvette ZR-1 above, it is slower and far pricier, but it offers hand-finished wood and leather the Corvette cannot approach.

7. Ferrari 412

The Ferrari 412 ranks seventh because its 4.9-liter flat-12 made 340 hp and 340 lb-ft, and it was the final evolution of the 400 series, fitted with anti-lock brakes and a revised automatic transaxle. It reached 60 mph in about 6.7 seconds and topped 155 mph. Just 576 were built between 1985 and 1989.

It is for buyers who want a front-engined V12 Ferrari with genuine four-seat space and automatic convenience. It trades away sporting sharpness and modern electronics, and its running costs are punishing. Compared with the Aston Martin Virage above, it is more exotic and better supported, but slower and heavier, and its styling is divisive.

8. Bentley Turbo R

The Bentley Turbo R takes eighth because its turbocharged 6.75-liter V8 produced 296 hp and a massive 486 lb-ft, enough to move 5,200 pounds to 60 mph in about 6.7 seconds. It rode on a revised suspension with firmer damping and wider tires than the Mulsanne Turbo it replaced. It was the fastest four-door of its era.

It is for buyers who want limousine space with muscle-car torque and a hand-built cabin. It trades away fuel economy and agility, returning single-digit mpg under boost and feeling enormous in traffic. Against the Ferrari 412 above, it is roomier and more understated but slower, thirstier, and far heavier to steer.

9. Toyota Supra Turbo

The Supra Turbo ranks ninth because its 3.0-liter 7M-GTE inline-six made 232 hp and 254 lb-ft, and the 1989 A70 offered a targa roof, ABS, and a five-speed manual. It hit 60 mph in about 6.4 seconds and cost roughly $23,000, undercutting every European GT here by a wide margin. It was the value benchmark.

It is for buyers who want turbocharged performance and Toyota reliability without exotic running costs. It trades away prestige and interior luxury, with plasticky trim and modest rear space. Compared with the Bentley Turbo R above, it is far cheaper and more dependable but lacks the Bentley's torque, presence, and hand-stitched cabin.

10. Mitsubishi Starion ESI-R

The Starion ESI-R closes the list because its turbocharged 2.6-liter four made 188 hp and 234 lb-ft, and the wide-body ESI-R added flared fenders, a limited-slip differential, and four-wheel disc brakes. It reached 60 mph in about 7.0 seconds for roughly $17,000. It was the cheapest genuine turbo GT on sale in 1989.

It is for buyers who want rear-drive turbo character on a tight budget and can tolerate a cramped cabin. It trades away refinement and parts availability, and its cylinder head and turbo are known weak points. Against the Toyota Supra Turbo above, it is cheaper and lighter but slower, less reliable, and far harder to keep on the road.

How we ranked these

We ranked 1989 grand tourers on four weighted criteria: outright pace (30%), long-distance comfort and refinement (25%), build quality and durability (20%), and real-world usability including rear seats and boot space (25%). Each car was scored against period road tests, factory performance figures, and contemporary reliability surveys, then cross-checked against current market values to identify the best overall and best value picks.

We deliberately ignored collectible hype, investment potential, and concours condition premiums, because those reflect market fashion rather than engineering merit. We also excluded track-focused specials, limited-run homologation cars, and anything requiring race-team maintenance. The goal was to judge these cars as grand tourers were actually used: fast, comfortable, reliable transport for two people and their luggage over long distances.

What to look for

Prioritise service history and rust inspection over mileage. A well-documented 100,000-mile car with fresh belts, bushes, and cooling components is a far better buy than a 40,000-mile garage queen with perished rubber and seized brakes. Check for model-specific weaknesses: timing chains, suspension bushes, electrical grounds, and corrosion in sills, jacking points, and around the windscreen.

The mistake most buyers make is chasing the cheapest example of the most desirable badge. A neglected flagship will cost more in the first year than a pristine lesser model costs outright. Budget 20-30% of the purchase price for immediate sorting, insist on a pre-purchase inspection by a marque specialist, and buy the best car you can afford rather than the most exotic one you can barely maintain.

Related questions

What is the best overall grand tourer of 1989?

The Mercedes-Benz 500 SL (R129) takes the overall win. It combined a silky 5.0-litre V8, a fully electric soft top, and genuinely robust build quality with real long-distance comfort. Period road tests praised its refinement and stability at speed, and it remains usable today with parts and specialist support widely available.

Which 1989 grand tourer offers the best value today?

The Porsche 928 S4 represents outstanding value. Its front-engine V8 layout, near-50/50 weight distribution, and 300-plus horsepower made it faster than most rivals, yet values trail the 911 by a wide margin. Running costs are real, but the performance-per-pound ratio is unmatched among late-1980s GTs.

Was the BMW 850i a true grand tourer?

Yes. The 850i launched in 1989 with a 5.0-litre V12, four seats, and a lavishly equipped cabin aimed squarely at long-distance luxury travel. It was heavy and complex, but its smooth power delivery and high-speed composure defined the GT brief. Early cars now offer V12 glamour at surprisingly accessible prices.

How does the Jaguar XJS compare with German rivals?

The XJS offered similar pace and greater visual drama for less money, but trailed on build consistency and electrical reliability. Its V12 is smooth and torquey, and later facelifted cars improved markedly. Buyers should expect ongoing fettling, but the XJS delivers a uniquely British GT experience at a fraction of German running costs.

Is the Toyota Supra Mk3 a genuine grand tourer?

The Mk3 Supra qualifies as a credible GT: comfortable, well-equipped, and available with a smooth 3.0-litre turbocharged straight-six. It lacks the badge prestige of European rivals but delivers comparable real-world pace with far better reliability. Rust is the main enemy, particularly around the rear arches and floorpan.

What about the Nissan 300ZX as a 1989 GT?

The Z32 300ZX arrived in 1989 with a twin-turbo V6, sophisticated multi-link suspension, and striking styling. It was fast, refined, and packed with technology. Today it offers strong performance for modest money, though engine-bay access is tight and electrical faults can be expensive to trace.

Did Lotus offer a grand tourer in 1989?

The Lotus Esprit Turbo was more sports car than GT, but its mid-engine layout, turbocharged four-cylinder, and surprisingly usable cabin made it a credible long-distance machine. It demanded more driver involvement than German rivals and offered less luggage space, but delivered exotic-car thrills at a fraction of the cost.

Which 1989 GT is easiest to live with long-term?

The Mercedes-Benz 500 SL and Porsche 928 S4 are the most liveable. Both benefit from strong club networks, extensive parts availability, and specialist knowledge. The Mercedes edges ahead on corrosion resistance and electrical simplicity, while the Porsche rewards with greater driver engagement. Avoid neglected examples of either.

FAQ

What defines a grand tourer?

A grand tourer prioritises comfortable high-speed travel over outright track performance. Key traits include a powerful, torquey engine, a refined cabin, generous luggage space, and enough reliability to cover long distances without drama. Rear seats are common but not essential. The best GTs blend pace, comfort, and usability in equal measure.

Why was 1989 a significant year for GTs?

1989 saw the launch of several landmark grand tourers, including the Mercedes-Benz SL R129, BMW 8 Series, and Nissan 300ZX. It also marked the maturity of established models like the Porsche 928 S4 and Jaguar XJS. Tightening emissions rules and rising fuel prices were beginning to reshape the segment.

How much should I budget for maintenance?

Expect to spend 10-20% of the purchase price annually on maintenance for a well-sorted car, and considerably more in the first year if it has been neglected. V12 and twin-turbo models cost more to service than straight-sixes. Tyres, brakes, and suspension bushes are the most common recurring expenses.

Are these cars suitable for daily driving?

Most are usable daily if properly maintained, though fuel consumption will be heavy. The Mercedes SL, Porsche 928, and Toyota Supra cope best with regular use. V12 BMWs and Jaguars demand more attention and are better suited to occasional long-distance trips rather than daily commuting in traffic.

What should a pre-purchase inspection cover?

A specialist inspection should check for structural corrosion, especially sills, floorpans, and suspension mounts. It should verify engine compression, cooling system integrity, electrical function, and transmission behaviour. Documented service history matters more than low mileage. Budget for a compression test and a thorough underbody examination.

Which model has the best parts availability?

The Mercedes-Benz SL and Porsche 928 have the strongest parts support, thanks to active enthusiast communities and manufacturer heritage programmes. BMW 8 Series parts are available but expensive. Jaguar XJS and Lotus Esprit parts require more effort to source, often through specialist suppliers rather than main dealers.

Do these cars hold their value?

Values vary widely. Clean Porsche 928 S4s and Mercedes SL R129s have stabilised or risen modestly. BMW 850i and Jaguar XJS values remain accessible but are climbing for exceptional examples. Toyota Supra Mk3 and Nissan 300ZX prices are rising as Japanese classics gain recognition. Condition and history drive value more than mileage.

Which is fastest in a straight line?

The Porsche 928 S4 and BMW 850i were among the quickest, both capable of around 155 mph where derestricted. The Mercedes 500 SL and Nissan 300ZX Twin Turbo were close behind. The Jaguar XJS V12 offered strong mid-range torque rather than outright top speed. Real-world pace depends heavily on gearing and condition.

Are automatic gearboxes a problem?

Period automatics are generally robust if serviced regularly, but can develop harsh shifting or slipping when neglected. Mercedes and BMW units are well understood by specialists. Porsche's automatic is less engaging than its manual but reliable. A rebuild is expensive, so test thoroughly and check fluid condition before buying.

What is the biggest risk when buying one?

Hidden structural rust is the single biggest risk, particularly on Jaguar XJS, Toyota Supra, and Nissan 300ZX models. Mechanical faults are usually visible or audible, but corrosion can be concealed behind trim and underseal. Always inspect on a ramp and probe suspect areas before committing to purchase.

Sources

• https://www.mercedes-benz.com/en/vehicles/classics/
• https://www.porsche.com/international/accessoriesandservice/classic/
• https://www.bmw.com/en/design/history/bmw-8-series.html
• https://www.jaguar.com/about-jaguar/heritage.html
• https://www.toyota-global.com/company/history_of_toyota/
• https://www.nissan-global.com/EN/HERITAGE/
• https://www.lotuscars.com/en-GB/heritage
• https://www.hemmings.com/stories/
• https://www.hagerty.com/media/

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