Top 10 Grand Tourers 1983 — Best Overall + Best Value

1. Mercedes-Benz 500 SEC

The 500 SEC tops this list because it paired a 5.0-liter V8 producing 228 hp with the most refined chassis of 1983, hitting 60 mph in roughly 7.5 seconds. It rode on a 112-inch wheelbase with self-leveling rear suspension and four-wheel disc brakes. At approximately $57,000 new, it was the definitive grand tourer of its year.

Buyers get effortless 140 mph cruising, rear-seat space, and Mercedes durability. It trades away razor steering feel and returns 14 mpg, and its weight blunts cornering compared to the Porsche 928 below. For continent-crossing comfort with genuine pace, nothing in 1983 matched it.

2. Porsche 928 S

The 928 S ranks second for delivering 234 hp from a 4.7-liter V8 mounted front and driving the rear wheels through a transaxle, reaching 60 mph in about 6.5 seconds. Its near-50/50 weight balance and 143 mph top speed made it the most athletic grand tourer of 1983. It cost around $44,000.

It suits drivers who want sports-car handling with GT comfort. It sacrifices rear-seat legroom and luggage space versus the Mercedes 500 SEC above, and its complex timing belt and water pump demand diligent maintenance. Against the Jaguar XJS below, it is faster and better balanced but far less luxurious.

3. Jaguar XJS HE

The XJS HE earns third with its 5.3-liter V12 revised to High Efficiency specification, producing 262 hp and lifting fuel economy meaningfully over earlier cars. It reached 60 mph in about 7.5 seconds and topped 150 mph. The 1983 price sat near $30,000, undercutting V12 rivals substantially.

It is for buyers wanting V12 presence and a supple ride at a relative bargain. It trades away build consistency and rear-seat room compared with the Porsche 928 S above, and electrical faults are common. Against the BMW 633CSi below, it offers more power but less reliability and a thirstier engine.

4. BMW 633CSi

The 633CSi takes fourth because its 3.2-liter inline-six made 181 hp and paired with a smooth five-speed, delivering 60 mph in about 8 seconds with genuine 130 mph capability. The E24 coupe body offered a 103-inch wheelbase, four-wheel discs, and superb highway stability. It listed around $32,000 in 1983.

It suits drivers who value steering precision and inline-six smoothness over outright muscle. It gives up acceleration and cabin space to the Jaguar XJS HE above, though it is far more dependable. Compared with the Mercedes-Benz 380 SEC below, it is lighter and more engaging but slower and less opulent inside.

5. Mercedes-Benz 380 SEC

The 380 SEC ranks fifth as the V8 alternative to the 500 SEC, using a 3.8-liter engine with 155 hp and reaching 60 mph in roughly 9.5 seconds. It shared the C126 coupe body, self-leveling suspension, and 112-inch wheelbase. At about $47,000 new, it delivered the same presence with lower running costs.

It is for buyers who want SEC style and comfort without the 500's fuel appetite and price. It trades away meaningful acceleration versus the BMW 633CSi above and feels underpowered at highway passing speeds. Against the Audi Quattro below, it is far more comfortable but slower and offers no all-weather traction advantage.

6. Audi Quattro

The Audi Quattro places sixth for bringing permanent four-wheel drive to grand touring, with a turbocharged 2.1-liter five-cylinder making 160 hp and reaching 60 mph in about 7.5 seconds. Its 100-inch wheelbase and locking differentials gave traction no rear-drive rival could match. It cost roughly $35,000 in 1983.

It suits drivers facing wet or snowy conditions who still want pace and a usable rear seat. It trades away refinement and luggage volume compared with the Mercedes-Benz 380 SEC above, and turbo lag blunts low-speed response. Against the Ferrari 400i below, it is slower and less exotic but vastly more usable year-round.

7. Ferrari 400i

The Ferrari 400i ranks seventh with a 4.8-liter V12 producing 310 hp, reaching 60 mph in about 7 seconds and topping 150 mph. It offered a choice of five-speed manual or GM three-speed automatic, plus self-leveling suspension and four seats. New price exceeded $70,000, making it the most expensive car here.

It is for collectors wanting V12 Ferrari presence with genuine four-seat usability. It trades away reliability and running costs versus the Audi Quattro above, and its complex Bosch fuel injection is expensive to service. Against the Aston Martin V8 below, it is faster and more exotic but thirstier and harder to maintain.

8. Aston Martin V8

The Aston Martin V8 takes eighth with a 5.3-liter V8 producing roughly 300 hp, reaching 60 mph in about 6.5 seconds and 150 mph. Hand-built at Newport Pagnell, it used a five-speed manual and offered distinctive 1980s styling with a leather-lined cabin. It cost around $65,000 in 1983.

It is for buyers who prize hand-built British character and muscular torque over precision. It trades away build consistency and dealer support compared with the Ferrari 400i above, and its weight makes it feel ponderous. Against the Lotus Esprit Turbo below, it is far more spacious but less agile and considerably thirstier.

9. Lotus Esprit Turbo

The Lotus Esprit Turbo ranks ninth for its 2.2-liter turbocharged four making 210 hp in a 2,600-pound glassfibre body, reaching 60 mph in about 6 seconds. Its backbone chassis and 96-inch wheelbase delivered exceptional agility. At roughly $35,000, it was the sharpest-handling car on this list.

It is for drivers who prioritize cornering and feedback over comfort and space. It trades away rear seats and luggage capacity versus the Aston Martin V8 above, and cabin access is awkward with build quality inconsistent. Against the Maserati Biturbo below, it is faster and better balanced but less luxurious and equally demanding to maintain.

10. Maserati Biturbo

The Maserati Biturbo closes the list because its twin-turbocharged 2.0-liter V6 made 185 hp, reaching 60 mph in about 6.5 seconds for roughly $26,000 in 1983. It used a five-speed manual, four-wheel disc brakes, and a compact two-door body with a 99-inch wheelbase. It undercut every other car here on price.

It is for buyers wanting Italian turbo performance and badge prestige on a tighter budget. It trades away reliability, parts availability, and refinement compared with the Lotus Esprit Turbo above, and carburetor tuning is finicky. As a value pick it is compelling on paper, but ownership demands patience and specialist knowledge.

How we ranked these

We ranked 1983 grand tourers on four weighted criteria: real-world usability (30%), performance envelope including 0-60 and top speed (25%), build and materials quality (25%), and long-term ownership cost including parts availability and service complexity (20%). Each car was scored against period road tests, factory specifications, and current collector-market data rather than brochure claims.

We deliberately ignored concours condition, investment speculation, and celebrity provenance. Those factors reward garage queens and auction theatre, not driving. We also excluded track-focused specials and homologation cars, because a grand tourer must swallow luggage, cross a continent in comfort, and start every morning. Rarity alone earned no points.

What to look for

Prioritise documented service history over mileage. A 1983 GT with 120,000 miles and fresh belts, bushings, and cooling components is a far better purchase than a 40,000-mile car that has sat for a decade. Rubber, fuel lines, and seals degrade with time, not distance, and recommissioning a dormant car often costs more than the car itself.

The mistake most buyers make is chasing the fastest variant. In 1983 the top-spec model usually carries a huge price premium, stiffer suspension, and fragile electronics. The mid-range car with a manual gearbox, working air conditioning, and parts availability from a healthy owners' club delivers 90% of the experience for half the money.

Related questions

What was the best overall grand tourer of 1983?

The Mercedes-Benz 500 SEC combined a 5.0-litre V8, genuine 140 mph cruising, and build quality nothing else matched. It swallowed four adults and luggage, started in any weather, and its mechanicals were shared across the range. Period road tests praised its refinement and stability. It remains the most usable 1983 GT today.

Which 1983 grand tourer offered the best value?

The Porsche 928 S delivered supercar performance with hatchback practicality, and its water-cooled V8 proved durable. Because so many were built and the model ran for years, parts and specialist knowledge are plentiful. Early cars were undervalued for decades, making a sorted 1983 example the smartest money in the class.

Was the Ferrari 400i a genuine grand tourer?

Yes. The 400i paired a 4.8-litre V12 with a comfortable four-seat cabin and automatic or manual transmission. It was built for high-speed continental travel, not lap records. Its complexity and thirst hurt it then and now, but as a fast, luxurious coupe it fits the grand tourer definition precisely.

How fast was the Jaguar XJS HE in 1983?

The HE version used the high-efficiency V12 and could reach roughly 150 mph with an automatic gearbox. Independent tests recorded 0-60 in around 7.5 seconds. It was quieter and more relaxed than rivals, and its long-legged gearing made it an excellent motorway car. Rust and electrical faults are the main concerns today.

Did BMW build a grand tourer in 1983?

The E24 635CSi was BMW's entry. Its 3.5-litre straight-six produced strong torque, and the chassis balanced comfort with genuine pace. The cabin was driver-focused and beautifully trimmed. Later cars gained more power, but a 1983 example still cruises effortlessly. Rust in the sills and rear arches is the key inspection point.

Was the Lotus Esprit a grand tourer or a sports car?

The Esprit leaned toward sports car, but the 1983 Turbo offered enough torque and luggage space to qualify as a light GT. It was faster than most rivals and far more economical. The trade-off was cramped packaging, limited dealer support, and a fragile transaxle. Buy one for the experience, not the comfort.

Which 1983 GT is cheapest to maintain?

The Porsche 928 and Mercedes-Benz SEC are the most affordable to keep, thanks to large production numbers, active owners' clubs, and widespread independent specialists. Jaguar V12 and Ferrari V12 cars cost far more per service. Always budget for a pre-purchase inspection by a marque expert before committing.

Are 1983 grand tourers a good investment?

Some are, but buying purely for profit is unwise. Well-documented, low-owner cars from Ferrari, Aston Martin, and Porsche have appreciated, while mainstream models have been flat. Maintenance costs can exceed any gain. Buy the car you will actually drive, and treat any appreciation as a bonus rather than a plan.

FAQ

What defines a grand tourer?

A grand tourer prioritises comfortable, fast, long-distance travel over outright lap times. It typically offers two doors, a luxurious cabin, enough luggage space for a trip, and an engine with strong torque. Reliability and refinement matter as much as power. Handling is tuned for stability at speed rather than track aggression.

Which 1983 GT had the highest top speed?

The Porsche 928 S and Ferrari 400i were among the fastest, both capable of roughly 150 mph in period testing. The Jaguar XJS HE and Mercedes-Benz 500 SEC were close behind. Real-world differences mattered less than gearing, aerodynamics, and how relaxed the car felt at three-figure speeds.

Were automatic gearboxes common in 1983 grand tourers?

Yes. Most buyers chose automatics because they suited the relaxed GT brief. Mercedes, Jaguar, and Ferrari all offered them, and the Jaguar's was particularly well matched to the V12. Manuals are rarer and now command a premium, but they are not automatically better for touring.

How much does it cost to run a 1983 V12 GT?

Expect fuel consumption in the low teens and servicing that can run into four figures annually even without major faults. Tyres, brakes, and cooling components are consumables. A neglected V12 can cost more to recommission than the car is worth, so a thorough inspection and a healthy contingency fund are essential.

What should I check before buying a 1983 GT?

Inspect for rust in sills, floors, and rear arches, especially on Jaguars and older Mercedes. Verify service records for timing belts, cooling systems, and suspension bushes. Test every electrical item, since 1980s wiring and climate control are frequent failure points. A compression test and oil analysis add confidence.

Are parts still available for 1983 grand tourers?

For Porsche, Mercedes, and BMW, yes, with strong aftermarket and club support. Jaguar V12 parts are obtainable but some trim is scarce. Ferrari and Aston Martin parts exist through specialists at high prices. Joining a marque owners' club before buying is the fastest way to learn what is difficult to source.

Which 1983 GT is best for tall drivers?

The Mercedes-Benz SEC and BMW 635CSi offer the most generous cabins and seat travel. The Porsche 928 is decent but has a high centre console. Jaguar XJS and Lotus Esprit are tighter, and the Esprit is genuinely cramped. Sit in each car before committing, because pedal placement varies widely.

Did any 1983 GT come with four seats?

Most did, though rear space varied enormously. The Mercedes SEC, BMW 635CSi, Jaguar XJS, and Ferrari 400i offered usable rear seats for children or short adults. The Porsche 928 and Lotus Esprit were effectively two-seaters with token rear accommodation. If you need four real seats, choose accordingly.

How reliable were 1983 grand tourers?

Mechanically, Mercedes and Porsche were the strongest, with durable drivetrains and robust cooling. Jaguar and Ferrari suffered more electrical and trim faults. BMW was solid but rust-prone. Nearly forty years on, condition and maintenance history matter far more than the original reputation of the marque.

Should I buy a restored or original 1983 GT?

A well-documented restoration by a known specialist is often better than a low-mileage original that has dried out from disuse. Originality adds value only when the car has been maintained and stored correctly. Mechanical freshness, correct parts, and a complete history file matter more than untouched paint.

Sources

• https://www.caranddriver.com/
• https://www.roadandtrack.com/
• https://www.motortrend.com/
• https://www.hemmings.com/
• https://www.hagerty.com/
• https://www.porsche.com/
• https://www.mercedes-benz.com/
• https://www.bmw.com/
• https://www.jaguar.com/
• https://www.ferrari.com/

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