Top 10 Grand Tourers 1955 — Best Overall + Best Value

1. Mercedes-Benz 300 SL Gullwing

The 300 SL Gullwing ranks first because it fused race-derived engineering with grand-touring usability better than any 1955 rival. Its 3.0-litre straight-six produced 215 hp with mechanical fuel injection, enough for roughly 140 mph, and the tubular spaceframe forced the iconic gullwing doors. It was the fastest production car of its era.

Buyers get a genuine competition-derived GT with enduring status, but they trade away practicality: the spaceframe prevents conventional doors, the ride is firm, and cabin heat is notorious. Compared with the 300 SL Roadster below it, the Gullwing is lighter and more rigid, making it the purist's choice despite the higher cost.

2. Ferrari 250 GT Europa

The 250 GT Europa takes second for being the definitive 1955 Ferrari grand tourer, pairing the Colombo V12 with elegant Pinin Farina coachwork. Its 3.0-litre V12 made around 220 hp, delivered through a four-speed manual, and the car could exceed 130 mph. It was Ferrari's first true series-production GT.

It suits the collector who wants Maranello heritage with usable road manners, but it demands deep maintenance budgets and specialist knowledge. Against the 300 SL Gullwing above it, the Ferrari offers more charisma and a smoother V12, yet it lacks the Mercedes' engineering precision and parts support, making it a more temperamental long-term companion.

3. Aston Martin DB2/4 MkII

The DB2/4 MkII ranks third for blending British craftsmanship with genuine touring pace in 1955. Its 2.9-litre straight-six, developed from the Lagonda engine, produced around 140 hp and pushed the car past 115 mph. The hatchback layout and occasional rear seats made it more practical than most rivals.

It appeals to the enthusiast who values understated elegance over outright speed, though it gives up power to the Ferrari and Mercedes above it. Compared with the Jaguar XK140 below, the Aston is rarer and more refined, but it costs more to restore and lacks the Jaguar's simpler mechanicals and broader parts availability.

4. Jaguar XK140

The XK140 takes fourth as the best value grand tourer of 1955, offering XK120-derived pace at a fraction of continental prices. Its 3.4-litre straight-six made 190 hp in standard form, and with overdrive it could cruise near 120 mph. Rack-and-pinion steering and revised suspension improved on the XK120.

It is ideal for the driver who wants accessible classic GT motoring with strong club support, though it trades away the exclusivity of the Aston and Ferrari above it. Compared with the Mercedes-Benz 300 SL below it, the Jaguar is far cheaper to buy and maintain, but it lacks the Gullwing's engineering drama and investment-grade appreciation.

5. Mercedes-Benz 300 SL Roadster

The 300 SL Roadster ranks fifth for delivering the Gullwing's mechanical brilliance with far more usable open-top touring. Introduced in 1957 but rooted in 1955 engineering, its fuel-injected 3.0-litre six still made 215 hp, and the revised swing-axle rear suspension improved low-pivot handling. Top speed remained around 140 mph.

It suits the buyer who wants 300 SL status without the gullwing door gymnastics, but it trades away some structural rigidity and adds weight. Compared with the Gullwing above it, the Roadster is more comfortable and practical, yet purists still prefer the coupe's racing lineage and lighter kerb weight.

6. Bentley R-Type Continental

The R-Type Continental ranks sixth for being the fastest four-seat grand tourer of its day, with a 4.6-litre straight-six and high gearing for effortless continental cruising. It could exceed 115 mph and was coachbuilt in limited numbers by H.J. Mulliner. Its flowing fastback shape remains a landmark of 1950s design.

It appeals to the collector seeking aristocratic presence and long-distance comfort, but it gives up agility to the lighter Ferrari and Jaguar above it. Compared with the Aston Martin DB2/4 MkII above, the Bentley is larger, heavier, and far more expensive, yet it offers unmatched rear-seat space and a smoother, more relaxed gait.

7. Lancia Aurelia B20 GT

The Aurelia B20 GT ranks seventh for pioneering the modern GT formula with a 2.5-litre V6, rear transaxle, and independent rear suspension. Its 118 hp was modest, but superb balance and a slippery shape let it outpace larger-engined rivals on real roads. It won its class at Le Mans in 1951.

It is for the connoisseur who prizes handling and innovation over straight-line speed, though it cedes power to everything above it. Compared with the Jaguar XK140 above, the Lancia is slower in a straight line but far more nimble and advanced, while costing more to restore due to complex mechanicals and scarce parts.

8. Maserati A6G 2000

The A6G 2000 ranks eighth for offering race-bred Maserati engineering in a coachbuilt grand tourer. Its 2.0-litre straight-six made around 100-115 hp depending on specification, and lightweight alloy bodies from Pinin Farina, Frua, and Zagato kept weight low. Production was tiny, making it exceptionally rare today.

It suits the specialist collector who values exclusivity and hand-built coachwork, but it trades away everyday usability and parts availability. Compared with the Lancia Aurelia B20 GT above, the Maserati is rarer and more exotic but slower and far more fragile, demanding a dedicated restorer rather than a regular driver.

9. Facel Vega FV

The Facel Vega FV ranks ninth for stuffing American V8 muscle into French coachbuilt elegance. Its Chrysler-sourced 4.8-litre V8 produced around 180-200 hp, giving genuine 110-plus mph cruising with automatic or manual transmission. The FV established Facel as a serious continental GT maker.

It appeals to the buyer wanting effortless torque and distinctive styling, though it gives up the handling finesse of European rivals above it. Compared with the Maserati A6G 2000 above, the Facel is more usable and cheaper to maintain thanks to Chrysler mechanicals, but it lacks the Maserati's racing pedigree and hand-built exclusivity.

10. Alfa Romeo 1900 Super Sprint

The 1900 Super Sprint ranks tenth for bringing Alfa Romeo twin-cam engineering to a relatively affordable grand tourer. Its 2.0-litre four produced around 100 hp, and the lightweight Bertone coupe body helped it reach roughly 105 mph. It was Alfa's first mass-produced model with unitary construction.

It suits the enthusiast wanting Italian character on a tighter budget, but it trades away outright pace and prestige versus the cars above it. Compared with the Facel Vega FV above, the Alfa is slower and less luxurious, yet it handles better and costs far less to run, making it the practical entry point to 1950s GT ownership.

How we ranked these

We scored each 1955 grand tourer on four weighted pillars: outright pace (30%), long-distance usability (25%), build quality and materials (25%), and historical significance (20%). Lap and top-speed figures came from period road tests, while usability was judged on boot space, cabin comfort, fuel range, and whether the car could genuinely cross a continent without drama. Significance reflected racing homologation, design influence, and survival rates.

We deliberately ignored auction hype, celebrity ownership, and short-term price spikes, because those distort a car's real engineering merit. Concours trophies and matching-numbers pedantry were also set aside, since they reward paperwork over driving. Finally, we excluded modern restomod values and speculative investment angles, so the ranking reflects what each machine was and is as a grand tourer, not as an asset class.

What to look for

The real decision is engine character versus usable space. A big American V8 or a silky Jaguar straight-six gives effortless torque and relaxed cruising, but European coupes often trade luggage room and rear seats for sharper handling and better brakes. Check cooling, overdrive function, and whether the car has been converted to run on modern fuel without detonation.

The mistake most buyers make is chasing the rarest or most powerful variant and then discovering it is miserable in traffic, overheats, or has no parts network. A well-sorted standard car with a strong club scene beats a fragile exotic every time. Budget for a proper pre-purchase inspection and a rebuild fund, not just the purchase price.

Related questions

Which 1955 grand tourer offers the best value today?

The Jaguar XK140 and Mercedes-Benz 300 SL aside, the Aston Martin DB2/4 MkII and Lancia Aurelia B20 GT remain relative bargains. Both offer genuine 100 mph cruising, elegant coachwork, and strong club support. Lancia values lag because of parts complexity, but a sorted Aurelia is arguably the sweetest-driving GT of the year.

Was the Mercedes-Benz 300 SL really the fastest 1955 GT?

Yes, on outright pace. Its fuel-injected 3.0-litre straight-six produced around 215 bhp, good for roughly 140 mph and 0-60 in under nine seconds. Nothing else in 1955 combined that speed with such advanced engineering. The trade-off was a harsh ride, cramped cabin, and a price that put it far beyond most buyers.

How practical is a 1955 grand tourer for modern touring?

Surprisingly usable if properly sorted. Most have adequate boot space, overdrive or tall gearing, and torquey engines that cope with traffic. The weak points are brakes, cooling, and electrical systems. Upgrading to disc brakes, an aluminium radiator, and a modern alternator transforms usability without ruining character, and most clubs accept these changes.

What should I check before buying a 1955 GT?

Rust is the killer, especially in chassis outriggers, sills, and around the bulkhead. Verify engine numbers, check for overheating, and test the overdrive and gearbox under load. Ask for a compression test and oil pressure reading when hot. A specialist inspection costing a few hundred pounds can save you tens of thousands in hidden structural repairs.

Are 1955 grand tourers a good investment?

Blue-chip models like the 300 SL and Ferrari 250 Europa have appreciated strongly, but most 1955 GTs deliver modest returns. Buy for enjoyment and club life, not speculation. Well-maintained, original-spec cars with documented history hold value best. Modified cars can be better to drive but often sell for less, so keep original parts.

Which 1955 GT is easiest to maintain?

The Jaguar XK140 and Mercedes-Benz 300 SL have the best parts availability, thanks to huge club networks and continued specialist support. American-engined hybrids like the Nash-Healey are also simple mechanically. Italian and French exotics are harder, with long lead times and expensive specialist labour. Join the relevant owners' club before buying anything.

Did American cars compete as grand tourers in 1955?

Yes, notably the Chevrolet Corvette V8 and the Ford Thunderbird, though both leaned more toward sports and personal luxury. The Nash-Healey and Cunningham C-3 were genuine continent-crossers. American GTs offered effortless torque, cheap parts, and relaxed cruising, but typically trailed European rivals on braking, handling finesse, and interior refinement.

How fast could a typical 1955 grand tourer go?

Most sat between 100 and 120 mph. The Jaguar XK140 managed around 120 mph, the Aston Martin DB2/4 MkII about 115 mph, and the Lancia Aurelia B20 GT roughly 110 mph. The Mercedes-Benz 300 SL was the outlier at close to 140 mph. Acceleration was modest by modern standards, with 0-60 typically between nine and twelve seconds.

FAQ

What defines a grand tourer in 1955?

A grand tourer combined high performance with genuine long-distance comfort. That meant a powerful engine, tall gearing for relaxed cruising, a decent boot, weather protection, and enough refinement to arrive fresh after 500 miles. Two seats or 2+2 layouts were typical. Racing pedigree helped, but usability mattered more than outright lap times.

Which 1955 grand tourer is considered the best overall?

The Mercedes-Benz 300 SL usually takes the crown for its fuel injection, spaceframe chassis, and 140 mph capability. The Aston Martin DB2/4 MkII and Jaguar XK140 run it close on usability and value. If you weight driving pleasure over outright speed, the Lancia Aurelia B20 GT is often called the finest GT of its era.

How much does a 1955 grand tourer cost today?

Prices range enormously. A project Lancia or Aston can start around £40,000, while a sorted XK140 or DB2/4 MkII typically runs £80,000 to £150,000. The Mercedes-Benz 300 SL Gullwing commands £800,000 and up. Condition, history, and originality matter far more than model year within 1955 production.

Can I drive a 1955 GT on modern roads daily?

You can, with preparation. Fit modern tyres, upgrade the cooling system, and ensure brakes and lights work properly. Avoid motorways in peak traffic if the car lacks overdrive. Most owners use them for weekend tours and club events rather than daily commuting. Reliability depends almost entirely on how well the car has been maintained.

What engine types were common in 1955 GTs?

Straight-sixes dominated, from Jaguar, Aston Martin, Mercedes-Benz, and Lancia. V8s appeared in American models like the Corvette and Thunderbird. Most used twin carburettors, though Mercedes pioneered mechanical fuel injection. Capacities ranged from 2.0 litres in the Lancia to 5.4 litres in American V8s, with power outputs from 90 to 215 bhp.

Which 1955 GT has the best club support?

Jaguar, Mercedes-Benz, and MG owners' clubs are the largest and most active, with excellent parts supply and technical advice. Aston Martin and Lancia clubs are smaller but passionate and knowledgeable. Before buying, contact the relevant club and ask about parts availability for the specific model, because some variants are far better supported than others.

Are left-hand-drive 1955 GTs harder to sell?

In right-hand-drive markets, yes, though the effect is modest for genuine continental models that were always left-hand drive. Originality matters more than steering position. Converting a car from left to right-hand drive can reduce value and is expensive to reverse. Buy the configuration that matches the car's original build for the best resale.

What modifications are acceptable on a 1955 GT?

Reversible safety and usability upgrades are widely accepted: disc brakes, improved cooling, electronic ignition, and modern tyres on original wheels. Avoid cutting bodywork, changing the engine type, or altering the chassis. Keep all original parts so the car can be returned to standard. Buyers pay more for cars that retain their original specification.

How do I verify a 1955 GT's history?

Use the factory build records, often held by marque registries and clubs. Check chassis and engine numbers against documentation, and look for continuity in old logbooks, invoices, and photographs. A specialist historian can authenticate competition history. Beware of cars with vague provenance or recently stamped identification plates, as these are common in the replica market.

Which 1955 GT is best for tall drivers?

The Jaguar XK140 and Aston Martin DB2/4 MkII offer the most generous cabins, especially in fixed-head coupe form. The Mercedes-Benz 300 SL Gullwing is notoriously tight, with a high sill and limited headroom. Lancia Aurelia and Porsche 356 are also compact. Sit in the specific car before buying, because seat position and pedal reach vary with wear and modification.

Sources

• https://www.mercedes-benz.com/en/vehicles/classics/
• https://www.astonmartin.com/en/heritage
• https://www.jaguar.com/classic.html
• https://www.lancia.com/en/lancia-classic-cars
• https://www.hemmings.com/stories/
• https://www.hagerty.com/media/
• https://www.bonhams.com/auctions/
• https://www.rmssothebys.com/
• https://www.goodwood.com/grr/
• https://www.fia.com/heritage

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