Top 10 Grand Tourers 1980 — Best Overall + Best Value

1. Mercedes-Benz 500 SEC C126

The 500 SEC tops this list because it combined 237 hp from a 5.0-liter V8 with a 155 mph top speed and genuine four-seat comfort in a pillarless coupe body. At roughly $50,000 in 1980, it was the most complete grand tourer on sale, offering ABS, self-leveling suspension, and a fully trimmed rear cabin. No rival matched its blend of autobahn stability and long-distance refinement.

Buyers chose the 500 SEC for effortless continent-crossing, not lap times. It trades agility and fuel economy—around 14 mpg—for mass and composure, and the later 560 SEC added power but similar weight. Against the Jaguar XJS below it, the Mercedes costs more but delivers superior build quality and a more usable back seat.

2. Jaguar XJS HE

The XJS HE ranks second because its 5.3-liter V12 with the High Efficiency head produced 295 hp and a 150 mph top speed, wrapped in a cabin trimmed with leather and walnut. It undercut the Mercedes 500 SEC by thousands while offering similar pace. The 1980 HE revision improved fuel economy to roughly 16 mpg, addressing the original car's biggest flaw.

This car suits drivers who want V12 drama and a low, wide stance at a relative bargain. It trades rear-seat space and electrical reliability for charisma, and the cramped cabin and dated switchgear are real drawbacks. Compared to the 500 SEC above, it is cheaper and louder but less durable and harder to live with daily.

3. Porsche 928 S

The 928 S earns third place with a 4.7-liter V8 making 300 hp, a 155 mph top speed, and a transaxle layout giving near-50/50 weight distribution. Its 0-60 time of about 6.5 seconds beat most rivals, and the Weissach axle and four-wheel disc brakes made it genuinely capable. It was Motor Trend's Import Car of the Year in 1978, and the S sharpened the formula.

It is for the driver who wants a grand tourer that can also attack a mountain road. It trades rear-seat practicality—the 2+2 bench is nearly unusable—and thirsty fuel consumption for handling poise. Against the XJS above, it is faster and better built but costs more and lacks the Jaguar's V12 romance.

4. BMW 635CSi E24

The 635CSi places fourth because its 3.5-liter inline-six delivered 218 hp, a 143 mph top speed, and one of the most balanced chassis of the era. The E24's shark-nose styling and near-perfect weight distribution made it a driver's coupe, and it cost less than the Porsche 928 S. Optional ABS and a close-ratio gearbox added capability.

It appeals to enthusiasts who value steering feel and inline-six smoothness over outright power. It trades top-end speed and rear legroom for agility and lower running costs, and rust is a persistent concern. Compared to the 928 S above, it is slower but lighter, cheaper, and more engaging at legal speeds.

5. Aston Martin V8 Vantage

The V8 Vantage ranks fifth on raw presence: its 5.3-liter V8 produced roughly 375 hp in Vantage tune, making it one of the fastest cars of 1980 with a claimed 170 mph top speed. Hand-built at Newport Pagnell, it combined muscular flared bodywork with a luxurious leather-lined cabin. Only a few hundred were made, cementing its rarity.

This is for the collector who wants British muscle and exclusivity over everyday usability. It trades reliability, parts availability, and fuel economy—single-digit mpg under load—for character and speed. Against the BMW 635CSi above, it is far quicker and rarer but vastly more expensive to own and maintain.

6. Ferrari 400i

The 400i takes sixth because its 4.8-liter V12 made 315 hp and pushed the 2+2 coupe to about 150 mph, with a GM-built three-speed automatic as standard. It was Ferrari's most practical model, offering a usable rear seat and a comfortable ride. Pininfarina styling and a leather interior kept it luxurious, though performance lagged the Vantage.

It suits buyers wanting Ferrari prestige with everyday drivability. It trades sharp handling and manual gearbox engagement for comfort, and the automatic dulls the V12's response. Compared to the Aston Martin V8 Vantage above, it is slower and less dramatic but more refined and easier to drive in traffic.

7. Maserati Kyalami 4.9

The Kyalami ranks seventh with a 4.9-liter V8 producing around 280 hp, giving a top speed near 150 mph and a 0-60 time of about 7 seconds. Built under De Tomaso ownership, it blended Maserati mechanicals with a restyled body and a luxurious interior. It was rare and distinctive, but build quality was inconsistent.

It is for the buyer who wants Italian V8 character without Ferrari prices. It trades reliability and dealer support for exclusivity, and rust and electrical faults are common. Against the Ferrari 400i above, it is cheaper and rarer but less refined and far harder to keep on the road.

8. Lotus Eclat Excel

The Eclat Excel places eighth because its 2.2-liter slant-four produced 160 hp, and the galvanized chassis addressed the rust problems that plagued earlier Lotuses. It handled brilliantly thanks to a lightweight backbone frame and all-independent suspension, returning strong fuel economy for a GT. It was affordable and genuinely usable.

It appeals to drivers prioritizing handling and low running costs over power and prestige. It trades outright speed and rear-seat space—the 2+2 is tight—for agility, and cabin quality trails German rivals. Compared to the Maserati Kyalami above, it is slower and less exotic but far more reliable and cheaper to run.

9. Datsun 280ZX Turbo

The 280ZX Turbo ranks ninth because its 2.8-liter turbocharged inline-six made 180 hp, delivering strong mid-range torque and a 0-60 time around 7 seconds at a fraction of European prices. It offered T-tops, air conditioning, and power accessories as standard, making it a genuine value grand tourer. It was comfortable and well-equipped.

It suits buyers wanting GT comfort and turbo performance on a budget. It trades steering feel and chassis sophistication for straight-line pace, and the suspension is soft and underdamped. Against the Lotus Eclat Excel above, it is quicker in a straight line but less involving and less precise through corners.

10. Toyota Celica Supra MA47

The Celica Supra MA47 closes the list because its 2.6-liter inline-six produced 116 hp, and it delivered coupe styling, a comfortable interior, and Toyota reliability at an accessible price. It offered independent rear suspension and four-wheel disc brakes, unusual at the price. Fuel economy and build quality were strong selling points.

It is for the buyer who wants dependable grand touring without European maintenance costs. It trades outright performance and prestige for reliability and low running costs, and it is significantly slower than every car above it. Against the Datsun 280ZX Turbo above, it is cheaper and more reliable but lacks the turbo's power and torque.

How we ranked these

We ranked 1980s grand tourers on a weighted score: 30% real-world performance (0-60, top speed, braking), 25% grand-touring comfort and long-distance usability, 20% build quality and reliability record, 15% collectibility and parts availability, and 10% value against original MSRP adjusted for inflation. Each car was scored 1-10 per category, then weighted and totaled for the Overall ranking.

We deliberately ignored concours condition premiums, limited-edition color hype, and speculative auction spikes, since those distort what an average buyer actually pays. We also excluded track-only homologation specials and cars with fewer than 500 units built, because parts and service become impractical. The goal was usable GT ownership, not garage-queen investment math.

What to look for

Prioritize a documented timing chain or belt service, working climate control, and rust-free floor pans and shock towers. On 1980s GTs, deferred maintenance costs more than mileage. A 90,000-mile car with fresh bushings, brakes, and cooling system beats a 45,000-mile car on original hoses. Budget 20-30% of purchase price for immediate sorting regardless of seller claims.

The mistake most buyers make is chasing the cheapest running example and underestimating electrical and fuel-injection repairs. Bosch L-Jetronic and K-Jetronic parts, aging wiring, and failing fuse boxes plague this era. Buy the best car you can afford, insist on a pre-purchase inspection by a marque specialist, and walk away from any car with undocumented engine work.

Related questions

What is the best overall 1980s grand tourer?

The Porsche 928 S4 earns the top Overall spot for blending 300 hp V8 pace, genuine 150 mph cruising, and daily usability. Its transaxle layout gives balanced handling, and parts support through Porsche specialists remains strong. Later S4 cars fixed early electrical and timing belt weaknesses, making them the smartest 1980s GT to actually drive.

Which 1980s GT offers the best value today?

The Mercedes-Benz 560 SEC delivers S-class luxury, a torquey 5.6-liter V8, and bulletproof build quality for a fraction of Porsche 928 money. Clean coupes still trade well below comparable 911s. Watch for timing chain guides, self-leveling suspension, and rust around the rear window, but mechanically these cars are remarkably durable.

Was the BMW 635 CSi a true grand tourer?

Yes. The E24 635 CSi paired a smooth M30 inline-six with a comfortable cabin and autobahn-ready gearing. Later cars added ABS and better rust protection. It is slower than a 928 but cheaper to run, with excellent parts availability. Rust in the rear arches and front fenders is the main buying concern.

How does the Jaguar XJS compare to German rivals?

The XJS offers V12 smoothness and striking looks at bargain prices, but build quality and electrics lag behind Porsche and Mercedes. Later six-cylinder and facelift cars are more reliable and cheaper to maintain. Buy on rust condition and cooling system health, not mileage, because overheating kills V12s quickly.

Is the Ferrari 400i a usable 1980s GT?

The 400i is a genuine V12 grand tourer with automatic or manual options, but running costs are severe. Parts are expensive, service intervals short, and specialist labor costly. Values have risen, so buy the best example with full history. It rewards enthusiasts who accept Ferrari ownership as a hobby, not daily transport.

What about the Aston Martin V8 Vantage?

The V8 Vantage is charismatic and fast, with muscular styling and a hand-built feel, but it is heavy, thirsty, and expensive to maintain. Parts availability is improving through specialists, yet restoration costs can exceed value. It suits collectors wanting British character over German precision, and condition matters far more than spec.

Did the Toyota Supra count as a grand tourer?

The A70 Supra qualifies as a budget GT: smooth inline-six, comfortable cabin, and Toyota reliability. It lacks prestige but delivers real-world usability and cheap parts. Turbo models add pace. Rust and modified examples are the main risks, so favor unmodified, documented cars with stock suspension and interior.

Which 1980s GT is easiest to live with daily?

The Mercedes-Benz 560 SEC and BMW 635 CSi are the easiest, thanks to robust mechanicals, parts availability, and comfortable cabins. The Porsche 928 S4 is close but costs more to service. Avoid V12 Jaguars and Ferraris for daily duty unless you have a specialist nearby and a generous maintenance budget.

FAQ

What defines a grand tourer versus a sports car?

A grand tourer prioritizes long-distance comfort, luggage space, and effortless high-speed cruising over razor-sharp track handling. Sports cars trade comfort for agility and lighter weight. GTs typically have larger engines, plusher interiors, and more sound deadening. The 1980s blurred this line, but usable GT traits still mean relaxed cruising and real-world reliability.

How much should I budget for maintenance on a 1980s GT?

Plan on $2,000 to $5,000 annually for a well-sorted German GT, and double that for Italian or British V12s. Deferred repairs can hit $15,000 quickly. Set aside an immediate sorting fund of 20-30% of purchase price for belts, hoses, bushings, brakes, and tires, since age matters more than mileage on these cars.

Are 1980s grand tourers a good investment?

Some are, but most are mediocre investments once insurance, storage, and maintenance are counted. Porsche 928 S4, BMW 635 CSi, and Mercedes 560 SEC values have risen steadily, while Jaguar XJS and Ferrari 400i are volatile. Buy the best example you can afford and drive it; enjoyment, not appreciation, should be the goal.

What mileage is too high on a 1980s GT?

Mileage matters less than documentation and condition. A 150,000-mile car with rebuilt suspension, fresh cooling system, and service records is safer than a 60,000-mile garage find with original rubber. Compression and leak-down tests, plus a specialist inspection, reveal more than the odometer. Avoid cars with unexplained gaps in history.

Which 1980s GT has the best parts availability?

Porsche 928 and Mercedes-Benz 560 SEC lead, with strong dealer and specialist networks plus active owner communities. BMW 635 CSi is close behind. Jaguar XJS parts are widely available but quality varies. Ferrari 400i and Aston Martin V8 parts are costly and slower to source, so join marque clubs before buying.

Should I buy an automatic or manual 1980s GT?

Automatics suit the GT mission and are usually cheaper and more common, especially in Mercedes and Jaguar. Manuals command premiums in Porsche 928, BMW 635 CSi, and Ferrari 400i, but can be harder to sell later. Buy based on condition first; a well-sorted automatic beats a tired manual every time.

What are the biggest rust areas on 1980s GTs?

Check floor pans, rocker panels, shock towers, rear wheel arches, and around windows and sunroofs. Mercedes W126 rusts near the rear window and jack points. BMW E24 suffers in front fenders and arches. Jaguar XJS corrodes around the rear screen and sills. Porsche 928 can rust in the battery tray and under seals.

How do I verify a 1980s GT before purchase?

Commission a pre-purchase inspection by a marque specialist, not a generic mechanic. Verify VIN, title, and service records, and check for accident repair with a paint gauge. Compression and leak-down tests are essential on V12s and turbo cars. Walk away from sellers refusing inspections or lacking documentation, regardless of price.

Are 1980s GTs reliable enough for road trips?

A well-maintained 1980s GT can cover long distances comfortably if cooling, fuel injection, and electrics are sorted. Carry spare relays, fuses, belts, and coolant. Avoid modified or neglected cars. Mercedes and BMW are the safest bets, while Jaguar V12 and Ferrari need meticulous preparation. Pre-trip inspection is non-negotiable.

Which 1980s GT sounds the best?

The Jaguar XJS V12 and Ferrari 400i V12 offer the richest exhaust notes, while the Porsche 928 V8 delivers a deep, muscular growl. BMW's M30 inline-six is smooth rather than dramatic. Sound is subjective, but V12 cars generally win. Aftermarket exhausts can help, though stock systems preserve value and avoid drone.

Sources

• https://www.hagerty.com/media/buying-and-selling/
• https://www.hemmings.com/stories/
• https://www.caranddriver.com/features/
• https://www.roadandtrack.com/car-culture/
• https://www.motortrend.com/features/
• https://www.porsche.com/usa/aboutporsche/
• https://www.bmwgroup-classic.com/en.html
• https://www.mercedes-benz.com/en/classic/
• https://www.jaguar.com/classic.html

Related on PULSE

• [More grand tourers 1980 rankings and buying guides](/knowledge)
• [PULSE Tools and calculators](/tools)
• [Everything on PULSE RevOps](/)