Whether it’s cruising down a French motorway towards the mediterranean or attacking the twisty cliffside roads when you get there, a GT is the ultimate way to do it
Few modern cars have quite so much appeal as the traditional grand tourer. They might seem old fashioned in our current ecosystem of EVs and SUVs, but with the GT’s heritage comes a regality that few other car types inherit.
Essentially, the GT has a simple mantra: to transport at least four people in comfort, speed and style, while remaining capable when the roads get twisty. Simple though it might seem, this is a hard balance to find, and while many might skew in one direction or another, all must be able to achieve both of these key roles.
They bring up grand notions of racing down to the south of France in time for a late sitting at your favourite ocean-side restaurant, but in reality a GT’s true capability can be just as much enjoyed on the M25 as the A26 to Paris.
The two-door coupe form which once defined the GT is no longer a prerequisite, so too the need to be powered by a twelve cylinder engine or drive to come purely from the rear wheels. So in our 2023 list, our favourite GTs come in all sorts of different forms, each with their own distinct personality, yet the same fundamental ability of transporting people at great speed and comfort.
These are our favourite modern-age GTs, whether they be a traditional coupe, sleek saloon, EV or even an SUV.
Click the links below to read our full review on each or our favourite GTs.
- Ferrari Roma
- Bentley Continental GT
- Lexus LC500
- Aston Martin DB11
- Bentley Flying Spur
- Porsche Panamera GTS
- Porsche Taycan
- Audi e-Tron GT
- Aston Martin DBX
Ferrari has long been a key manufacturer of the traditional grand tourer, so it’s no surprise to find out that few modern GTs hit quite the same notes as the Roma. This V8-powered two-plus-two coupe comes with elegant restrained styling and a dynamic repertoire that makes it as brilliant to drive on a challenging back road as it is munching through hundreds of motorway miles.
First launched in 2020, the Roma was a brand new addition to the Ferrari range combining the hardware and aluminium-intensive chassis derived from the Portofino with a sleek coupe body. Ferrari also used the Roma to introduce its next generation interior design and digital interfaces, dominated by a highly-configurable curved screen ahead of the driver paired to a new portrait-aspect screen in the centre of the dash.
The Roma’s powered by Ferrari’s twin-turbocharged 90-degree 3.9-litre V8, here producing 560lb ft of torque between 3000 and 5750, with a peak of 611bhp taking over from 5750 to the 7500rpm redline. This, combined with Ferrari’s clever e-differential and an eight-speed dual-clutch transmission mounted on the rear axle gives the Roma an impressive 3.4sec 0-62mph time, also breaking the ten second barrier to 124mph at 9.3sec.
When we pitched the Roma against its key rivals from the UK and Japan, it had no trouble toppling the big Bentley, Aston Martin and Lexus, as brilliant as those three rivals are, all while channelling a sense of sophistication that can only come from a front-engined Ferrari. The Roma really is a remarkable GT.
- Ferrari Roma review
If you’re after a GT with a greater emphasis on luxury, few can rival Bentley and its beguiling Continental GT. Available in coupe and convertible body styles, and with V8 or W12 powertrains, the Continental GT took a major leap forward in its current generation, introducing a new platform co-developed by Porsche that has enhanced both its driving dynamics and refinement.
Dynamically, the 542bhp V8 model is still slightly sweeter to drive with less weight over the nose and a baritone rumble from under the vast bonnet, but for the full experience we think the 626bhp W12-powered Speed is still the place to go. Emphasising its place at the top of the range, the Speed features an electronically-controlled locking rear differential that alongside an active anti-roll system and monster carbon ceramic brakes makes it amazingly capable over challenging roads.
Yet the Continental GT isn’t really about on-the-limit handling, rather its ability to embrace the driver at any speed. Its superb refinement, exceptional ride quality, total insulation from the outside and beautifully finished interior make it one of motoring’s great experiences to effortlessly thunder across vast distances.
- Bentley Continental GT review
Lexus might not have the same heritage as the old-world Europeans when it comes to GTs, but right now it builds one you can buy today. The Lexus LC500 might look to closely follow the tried and tested formula – it’s got a two-plus-two body with wide rear haunches, a long bonnet and V8 engine – but its execution is something rather different and no less beguiling.
The Lexus LC does luxury Japanese style, which means despite having a significant downstep in power and performance compared to its European rivals, its naturally-aspirated V8 engine takes a rather different approach, focusing on charisma and precision. It responds instantly to every squeeze of the accelerator and makes an intoxicating induction howl as you rev it – one painstakingly honed by Toyota’s long-standing partnership with Yamaha.
This distinctive dynamic character is then reflected in the way the LC500 looks and feels from within the cabin. Even five years after its launch, the LC looks like nothing else on the road, with a combination of concept car-like detailing and stunning proportions.
It’s also built to an incredibly high standard, with a tangible precision in its build that permeates the whole car. It’s not as fast as most rivals, doesn’t have cutting edge technology, nor is quite as ultimately variable in its character but the LC500 feels like a mechanical watch in a world of smartwatches – a unique entity and one we dearly hope doesn’t go away any time soon.
- Lexus LC500 Coupe review
Like many Aston Martins before it the DB11 has aged like a fine wine, with consistent little updates throughout its long lifecycle that’s made it a significantly more compelling car than the first examples that rolled out of Gaydon in 2016. The current V8 and V12 models drive with real purpose and sophistication, with far better body control and a more nuanced handling balance.
The V12 was given particular attention with the chassis updated from the limited-run AMR later applied to all twelve-cylinder models. The result is a superb V12-powered GT that has a unique style and grace punctured by a few lingering flaws.
One of those is the interior design and ancient interfaces. While issues like these might generally sit fairly low on evo’s priority list, in a long-distance GT the ability to easily connect your phone or navigate using the built-in navigation is a problem that not even the most basic of city cars have to contend with. The design is also lacking, and while material quality is exceptional – high quality leather never dates – the build quality still isn’t perfect, and leagues behind the exceptionally high standards set by rivals like Bentley and Lexus.
Get past these issues, though, and the DB11 remains one of the most desirable classic GTs on sale on account of its impressive powertrain, balanced chassis and ability to swallow vast distances without any trouble.
- Aston Martin DB11 review
The notion of a grand tourer might incite the exclusive use of only two doors, but to consider GTs as only able to be that of a large coupe body style would be a mistake. Case and point is the Bentley Flying Spur – sister car to the Continental GT above and no less impressive in its ability to cross continents with ease. The Flying Spur essentially shares the coupe’s combination of V8 and W12 powertrain options, with a further inclusion of a plug-in hybrid that pairs a twin-turbocharged 2.9-litre V6 engine with an electric motor and battery pack.
This isn’t our first choice for the Flying Spur it must be said, but there is no doubt appeal for those who use their GTs as inner city commuters as much as long-distance cruisers. Otherwise, the Flying Spur portrays all the same stunning elements – the interior is of a slightly different design, yet shares its key tech and interfaces. It’s built to an equally high standard too, and with more space in the rear, Bentley’s introduced some new interior trim innovations, including a milled three-dimensional veneer option on the rear doors.
In its top-tier Speed form, the W12 is more refined than ever, and sends 626bhp and 664lb ft of torque to all four wheels for a 3.7sec 0-60mph time and a 207mph top speed – impressive numbers for a 2437kg Bentley. Straight-line performance isn’t where it ceases to impress, however.
Thanks to the use of active anti-roll bars, four-wheel steering, three-chamber air suspension and more, the new Flying Spur is one of the only cars in its class that’s as good to drive as it is to be driven in. Adaptive all-wheel drive also sends power only to the rear unless traction is required at the front, making it more agile than you might imagine.
- Bentley Flying Spur review
While Porsche doesn’t strictly offer a traditional two-door grand tourer in its range (the last being the final 928 GTS that was still sold a staggering 18 years after its initial launch in 1995), the Panamera has been doing an excellent job of filling that role with its two extra doors over two generations now. The current second generation model is a supreme example of the engineering prowess capable from Porsche.
The second Panamera was developed on a platform that’s shared by the Continental GT and Flying Spur, capable of packaging some serious chassis hardware into its considerable footprint. Yet despite sharing many parts under the skin, the Porsche takes a more variable approach to its variants, with both hatchback and Sport Turismo models paired to a range of V6 and V8 powertrains with or without plug-in hybrid modules.
Our favourite is the GTS, a mid-range V8-powered model without any electrification elements and the most dynamic focus. It might not have the numbers of a Turbo or Turbo S – it makes do with a relatively conservative 473bhp – but the GTS makes use of every one of them, and does so with an attitude and feedback missing in more elaborately specified siblings.
Without the added weight of a plug-in module and a more natural, nuanced balance, the GTS has all the appeal of the last proper Porsche GTS model that shared that moniker.
- Porsche Panamera GTS
If a four-door Porsche being on this list of best GTs felt like a controversial addition, here’s another: the all-electric Taycan. To say we’ve been critical of EVs might be a reasonable statement, but none have changed our perception of them quite as resolutely as the Taycan.
Since its initial debut in 2019, the Taycan has diversified to nearly as many variants as a 911, with three body styles – a Sport Turismo estate and high-riding Cross Turismo have joined the existing saloon – joined by more recent updates to the Taycan 4 and 4S. The range has also been joined by the GTS that once again has proved to be the most deft balance between raising its capability without needing to rely on feel-sapping chassis augmentation tech.
The most remarkable thing about the Taycan is that beyond just being fast and capable, it also drives with the same finesse and attention to detail that defines all Porsches. This is felt through the steering, chassis balance and impressive damping, helping disguise its 2295kg mass like few rivals.
Of course as a GT, the Taycan is compromised by its relatively limited range, which compared to larger rivals can only muster a range of between 231 miles with the smaller battery pack, and a maximum of 314 miles in its most efficient form in a best case scenario. Still, despite the romance of a GT being based around long-distance cruising across national borders, the reality is that most daily driving is much shorter, making the Taycan an ideal daily driver for those who want to adopt EV technology without giving up a Porsche-like driving experience.
- Porsche Taycan review
Next up on our list is another EV, one that’s closely related to the Porsche Taycan above only with even more of a grand touring nature. It says so in the name, but it’s worth remembering that the Audi e-Tron GT lives up to it with a superb combination of excellent comfort, refinement and the ability to drive almost as well as the more dynamically-focused Porsche Taycan.
The Audi’s range is more restrained, with only two powertrain options in a single body style. This is made up of the base e-Tron GT that comes with 523bhp, and the top-spec RS e-Tron GT, that has up to 636bhp. Both have the same larger 93.4kWh battery pack as higher-specification Taycans, and roughly match it for range, with between around 250-280 miles on a charge.
To drive, the Audi takes a more languid approach to its dynamics, highlighted by softer springs (air or coil) and dampers, much lighter steering and more relaxed rates for its anti-roll bars (again, adaptive or static).
Over long distances, the Audi generally impresses, and while it lacks the ultimate dynamic sparkle of the Taycan is in most cases the more relaxing to drive long distances. With a pre-organised route with a consistent set of high-speed charging points along the way, the e-Tron GT makes for a brilliant grand tourer.
- Audi e-Tron GT
The final variation of the GT theme comes from Aston Martin and its DBX SUV. ‘Sacrilege’ you might think, but the DBX, specifically the base 542bhp variant, is a fantastic four door GT that just happens to be a high-riding SUV. This is all underpinned by the DBX’s development, which avoided the route many supercar-branded SUVs do by developing a completely bespoke platform at considerable expense.
As a result, the DBX has a completely distinctive feeling from all its SUV compatriots, genuinely driving in the same dynamic language as is familiar from the Vantage, DB11 and DBS. This comes despite the engine, transmission and basic electrical architecture having been borrowed from Mercedes-AMG. Aston Martin were more interested in the DBX feeling right, rather than hitting performance and off-road numbers to beat its key rivals.
The result is an SUV that, yes, feels big and heavy, but is also totally at one with its dynamic range. It’s both cosseting, refined and superbly insulated while also completely capable of handling its mass, while finding an undeniably Aston-like quality to its balance when you start to really lean on the systems.
Some might argue that the DBX should have been a new-generation Rapide, but the market speaks volumes and it would have been foolish for Aston Martin to ignore a continually growing market that has led to a much needed spike in sales. Did Aston Martin need to shell out the expense of engineering a brand new platform? Maybe, maybe not. But regardless, it’s us enthusiasts that will be there to reap the benefits of an SUV that genuinely feels like an Aston Martin to drive, as well as being a fabulous GT.
- Aston Martin DBX review
Keyword: Best GT cars 2023 - our favourite grand tourers