The Maserati Gran Turismo, even if it bears a passing resemblance to the old one that was around for 15 years. It comes in all-electric form to boot, as well as petrol. Those are, for an EV, unusually long-nose proportions. But it needs to be that way to have room for the petrol version’s V6, and anyway that snout looks fabulous.
It’s very definitely a grand tourer in the traditional mould though. Maserati has had a history since the late 1950s of building GTs. Some have been pretty spotty, sure, but the best of them were bang-on for driving a long way fast, and looking cool while doing so.
So that’s the maserati Gran Turismo: desirability and exclusivity to approach a supercar, but front-engined and softer, so you have fewer of the mid-engined compromises in space and comfort. The GranTurismo is a real four-seater.
And now it’s gone electric? Batteries are famously not good for going a long way at uninterrupted high speed. But who uses a grand tourer to do that any more? If you do, don’t panic, Maserati is here to help. There’s a petrol version. Keep reading.
The maserati Gran Turismo’s combustion version has the MC20’s 3.0-litre twin-turbo ‘Nettuno’ V6 motor and a ZF eight-speed auto gearbox with 4WD. The engine uses a wet sump here as opposed to the dry sump in the MC20, and produces 483bhp in the entry-level Modena version and 542bhp in the more aggressive Trofeo.
Chicken feed. The electric one develops 750bhp. It has three 400bhp motors, two at the back and one up front. Why, then, not 1,200bhp? Because the inverter and battery can’t put out that much electrical power, so the available 750bhp is distributed among the wheels the brain thinks can make best use of it. Which – if you click the Driving tab of this review – you’ll see works well.
Sounds good. Why is the styling so safe?
Partly because petrol dictates the packaging and necessitates the long bonnet (although the Nettuno V6 is so compact that the Maserati gran turismo has been able to stick a diff in front of it). But mostly because the Maserati gran turismo is rebuilding its brand and doesn’t want to alienate existing customers or try anything too radical. Consistency is a mark of premium brands. The maserati Gran Turismo was loved for its styling almost above all else, so it made sense not to lob that overboard.
Table of Contents
Compared to the Maserati Gran Turismo, the obvious change is the switch to vertically-placed headlights but actually it’s all different. It’s a handsome machine, and a very large one. The wheels, 21-inches at the back, are a touch too much tucked under the body, which emphasises the size. The huge aluminium clamshell bonnet gives the front end real presence.
You can spot the difference with the petrol and electric versions – the former has a slightly redesigned face with more cooling, plus there’s a little lip spoiler and those four all-important tailpipes at the rear. you’ve realised there’s not enough room underneath the car. When we first saw the Folgore (pronounce it Fol-go-ray, by the way) we assumed they’d done away with the back seats. But no, they’re intact.
Instead, this all new, mostly aluminium platform sits the battery in a similar position to the petrol powertrain. It sits in an inverted ‘T’ across the car in front of the driver, and then runs up the transmission tunnel.
Doesn’t that make it very nose heavy?
Well, the Maserati Gran Turismo claims a 50:50 weight distribution for the Folgore, and our bum telemetry tells us understeer isn’t an issue. It doesn’t have huge amounts of grip, but the balance between front and rear is deft. We were limited to track driving only in a late-stage prototype Folgore. But we’ve driven the petrol Trofeo on roads in Italy and the UK. The suspension isn’t punishingly hard. There’s a hint of roll in both versions – it looks like quite a lot in the pictures,
but it doesn’t feel that way because it’s well managed and controlled. In fact, at most speeds the maserati Gran Turismo exhibits the same fluent, together, composed behaviour as the MC20 supercar.it’s not going to be good in either version if you’re doing 199mph. However, the Maserati gran turismo is claiming 280 miles WLTP from the Folgore battery’s usable 83kWh capacity, which equates to EV efficiency of 3.4 mi/kWh. You’ll only get that by going gently in ideal circumstances, but it’s a decent claim for a car of this weight, wearing 265 front and 295-width rear tyres and boasting a less-than-exceptional 0.26Cd drag factor.
No matter how much the Maserati gran turismo bangs on about 800V architecture and 350kW recharging meaning 10 minutes on charge can add 100 miles, we all know the reality of the charging infrastructure. You’ll enjoy the journey between stops though.
Even if you’re not going to be smashing out France on a one-stop strategy, the Folgore is very quiet on the move. It feels together and easy to drive. A car you’d be happy driving a long way.
The petrol-powered versions are equally as relaxing to drive in a non-enthusiastic manner. But heck, this is a circa 500bhp Italian sports car too, we want enthusiasm!
What’s the verdict?
The maserati Gran Turismo has a warm and generous character. It knows what it is: a GT for real life. Too many coupes this price are over-compromised by a notional need to be capable on track.
It’s an engaging, well-engineered and well-executed car with enough of an edge and a hint of drama to convince as a genuine Maserati. In tune with all those that have gone before, but more polished and capable.
The electric Folgore could give its future rivals a proper headache. Currently only Porsche’s Taycan and the (LHD-only) Tesla Model S Plaid might count. But in due course Bentley, Aston Martin and we must assume Ferrari will pile in. That’s the market area Maserati is pitching itself into now. This is a car that has real cachet, that feels, acts and drives expensively and comes across as better engineered and developed than the Maserati gran turismo in living memory.
The petrol Trofeo is really likeable for everyday drives and special long ones. A Bentley feels heavier and more formal, a 911 beautifully engineered but actually a little one-dimensional in comparison, and just a two-seater really. A BMW M8 has a bit of an identity crisis – it’s a bit harsh as a GT – and in any case is just a big fast version of the other BMWs. The DB12 is the best Aston we’ve driven in years, and is priced as such. But this Maserati? It’s special.
As a company it has momentum and investment behind it right now. The wonderful MC20 is a halo, and the SUVs will sell in bigger numbers. But this is Maserati’s signature dish.
It’s got there ahead of rivals with an emissions-free sports car, which means it sets the tone and expectations for everyone else. But it’s also offering a blisteringly fast and engaging petrol option too. It’s a powerful position to be in. Everyone else is playing catch up. And this is going to take some catching.
Engine, Transmission, and Performance
The Maserati Gran Turismo has a watered-down version of the twin-turbo V6 engine found in the MC20. The access version or Modena trim produces 483 hp, but for the Trofeo, the power is increased to 542 hp. It is possible that both will be able to navigate silently and comfortably. The engine certainly has great character, and even has a deep sound, all thanks to its dual combustion design that comes from Formula 1. However, the GranTurismo that has the most power is the one that uses a battery, the Folgore, which has three engines charged with one role, produced 818 hp.
On board the Maserati Gran Turismo that has a gasoline engine, an AWD drive system is combined that is automatic. The Comfort mode does its job, particularly the air suspension it offers. Pretty good for potholes and over bumps. When changing to Corsa mode, the Gran Turismo will focus on being a sports car, this will be reflected in the hardness of the suspension, the steering that will be harder and finally the exhaust that will have a deeper tone. The in-between GT mode, however, was our favorite under most conditions.
While the maserati Gran Turismo’s chassis is dynamically well sorted, we wished its brakes were more confidence-inspiring, as the car we drove for our initial test drive lacked crisp response at the top of its pedal travel, but we can’t argue with its test results: a 148-foot stop from 70 mph.The EPA estimates that the maserati Gran Turismo should deliver 18 mpg city and 27 mpg highway, numbers that aren’t too bad considering this sports car’s performance potential. Once we get the opportunity, we’ll also put it through our 75-mph highway fuel economy test and report our findings. For more information about the maserati Gran Turismo’s fuel economy.
Interior, Comfort, and Cargo
The Maserati Gran Turismo is a two-door, two-plus-two four-seater, meaning it has a very small back seat. The cabin is draped in high-end materials and upscale finishes, and Maserati has baked in plenty of amenities throughout. Comfortable front seats and good outward visibility make the GranTurismo easy to live with daily and would be accommodating on a long drive. Rear-seat room is slightly more generous than the previous generation model, but it’s still a space best left for kids or handbags. The trunk appears large enough for a weekend trip’s worth of luggage,
but when we get a GranTurismo to our office we’ll test it to see how many carry-on suitcases it can fit.The Maserati Gran Turismo’s latest infotainment system—a Google-based system that debuted on the Grecale SUV—features a 12.3-inch touchscreen mounted centrally on the dashboard. A smaller 8.8-inch display mounted just below that handles climate control settings and, annoyingly, the headlights and also the audio volume via a touch slider. Apple CarPlay and Android Auto enable seamless integration and functionality without the hassle of wires. A head-up display keeps the driver updated on speed and navigation directions. The maserati Gran Turismo’s stereo system which comprises of 19 speakers was developed by Italian audio expert Sonus Faber.
Maserati Gran Turismo has basic driver-assistance technologies available as standard features however, it packs a quite a punch when it comes to advanced driver assistance technologies that the customer can choose for an additional $8300. For the latest news on the GranTurismo’s crash test performance, look to the National Highway Traffic Safety Administration and Insurance Institute for Highway Safety websites. Key safety features include:
Standard automated emergency braking
Available lane-departure warning with lane-keeping assist
Available adaptive cruise control
Specifications
The Maserati Gran Turismo Trofeo
Vehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door coupe
PRICE
Base/As Tested: $191,995/$212,615
Options: $4500 Grigio Maratea Matte paint; ADAS package 1 (active blind-spot assist and lane-keeping assist, rear-cross traffic detection, 360 camera, adaptive cruise control, Drowsy Driver detection), $4500; 19-speaker Sonus Faber audio system, $4000; Technical Assistance package (Head-up display, digital rearvision mirror), $2600; $2500 carbon-fiber Macro Twill leather seatwear; $1450 Trofeo Sport Design package (Weight reduced Aluminum sport pedals, stainless steel door sill trims with LED illumination, Maserati logo), $1070; $1070 Trofeo comfort package ( power front seats, kick sensor for power trunk )
ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 183 in3, 2992 cm3
Power: 542 hp @ 6500 rpm
Torque: 479 lb-ft @ 3000 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: 15.0-in vented disc/13.8-in vented disc
Tires: Pirelli P Zero PZ4
F: 265/30 ZR-20 (94Y) XL MGT
R: 295/30 ZR-21 (102Y) XL MGT
DIMENSIONS
Wheelbase: 115.3 in
Length: 195.5 in
Width: 77.0 in
Height: 53.3 in
Curb Weight: 4207 lb
C/D TEST RESULTS
60 mph: 3.2 sec
100 mph: 7.7 sec
1/4-Mile: 11.5 sec @ 121 mph
130 mph: 13.4 sec
150 mph: 19.3 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.8 sec
Top Gear, 30–50 mph: 3.1 sec
Top Gear, 50–70 mph: 3.9 sec
Top Speed (mfr claim): 199 mph
Braking, 70–0 mph: 148 ft
Braking, 100–0 mph: 299 ft
Roadholding, 300-ft Skidpad: 0.97 g
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 21/18/27 mpg
For the first time since 2008, the Maserati Gran Turismo enters an all-new generation. ( R35 GT-R.) It looks familiar but fresh: aluminum, magnesium, and carbon fiber draped over recognizable curves. Underneath the elegant exterior is the Giorgio Sport platform, a lengthened version of the Alfa Romeo Giulia and Stelvio’s balanced chassis.
There are two powertrain options: in Modena and Trofeo trims, a 542-horsepower, 3.0-liter twin-turbocharged Nettuno V6 borrowed from the MC20 supercar paired to an eight-speed automatic while the electric Folgore model uses two electric motors to make 751 total hp. All the maserati Gran Turismos, regardless of powertrain choice, have rear-biased all-wheel drive. This review will focus on the gas-burning Trofeo model since that’s what I drove, but my colleague Nico DeMattia sampled the Folgore on track and had high praise for it.
Maddox Kay
Maserati’s Nettuno engine is a close relative of Ferrari’s F154 V8 and Alfa’s 2.9-liter twin-turbo V6, but what makes it unique is its passive pre-chamber ignition tech. By adding a spark plug in each cylinder’s pre-chamber, the Maserati gran turismo claims to make combustion faster and more efficient, increasing the engine’s compression ratio by 15%. As far as I know, this is the only production car engine that does this, and if you want a deep dive, Engineering Explained has you covered. CliffsNotes, said through pinched fingers and a glass of red wine: More faster explosion, more power.
Conclusion
Timeless Italian luxury, performance, design — the Maserati Gran Turismo is an enduring icon in the grand touring sports car space. Originally launched in 2007, it represents Maserati’s dedication to building machines with true driving excitement as well as refinement. The Maserati’s lines are sleek and aerodynamic, its curves sculpted to showcase the automaker’s commitment to elegant aesthetics, with its prominent trident logo and signature grill reinforcing brand heritage.
At its heart, the Maserati Gran Turismo has high-performance, even Ferrari-derived engines that are heady with speed and sound.
The distinctive rumble, especially from the V8 variants, reminds us that it still comes with sporty DNA in it. Apart from its sporty characteristics, the car has a high performance balance with comfort, being equipped with a premium interior full of leather, Alcantara and wood trim. The entire interface is comfortable enough for the driver and passengers as well, making this set up convenient for long drives.
On the other hand, the maserati Gran Turismo features advanced infotainment systems and driving aids but older versions may not have some technologies which their newer competitors have. The car does respond well through its steering as well as contains an active suspension but does not come at the cost for ride comfort.
Also, there are a few downsides to owning one. Considering that it’s a Maserati, average maintenance and repair costs are bound to be above the norm. Fuel economy, too, is not a strength, but then again, it’s a car designed with performance and luxury in mind.
Last of all, for those who are after a grand tourer that speaks to them in Italian style, breath taking performance as well as luxury in comfort – the Maserati Gran Turismo. Certainly it may not be practical or technologically advanced like some of its competitors, but its effectiveness in providing a certain emotional appeal as well as uniqueness makes one a good choice to those who appreciate pleasure in pursuit of driving. Those who appreciate driving as an art will find the maserati Gran Turismo to be offbeat, with its unconventional characteristics come tremendous pleasure.
