► Maserati’s GranTurismo driven in the UK
► Potent V6 power, air springs and four seats
► Modena and Trofeo engine versions
Maserati’s charming GranTurismo is back for a new generation, with a fiery but smaller heart than before and a whole lot to offer.
We’ve driven the new Nettuno V6-powered sports car/grand tourer crossbreed in the UK – so, what’s it like?
At a glance
Pros: Fantastic ride balance, refined, fiercely fast, great driving position
Cons: Interior quality doesn’t reflect the price tag, quirky tech
What’s new?
At first glance, it doesn’t look like much is. But look a little closer – this really is an entirely new generation.
And it’s a bit of a looker. The gaping front grille with the trident motif still shouts Maserati and is a bit of an acquired taste, but the proportions and some of the design details are spot on. The front and rear light signatures are a twist on the MC20, and the wheel designs look intricate and delicate.
The old Ferrari-derived V8 is fondly remembered but Maserati, like pretty much every other car brand, is either downsizing or going electric. The GranTurismo’s platform is new for this generation, but shares a lot of DNA with Alfa Romeo’s Giulia and Stelvio as well as Maserati’s own Grecale SUV.
What are the specs?
There are two flavours of combustion-powered GranTurismo available: Modena and Trofeo. Both use versions of Maserati’s Nettuno V6 engine – a potent engine for its size and one that’s used in some capacity across all of the brand’s combustion-powered cars. There’s also a GranTurismo Folgore – the electric version – that we’ve driven in a separate review, and the GranCabrio also available with either combustion or electric power.
All models of GranTurismo benefit from air suspension.
The Modena uses a 489bhp version of the Nettuno V6, good for a 0-62mph sprint in 3.9sec and a top speed of 188mph. Maserati says the Modena is designed for those who are ‘devotees of an elegant, sophisticated and refined lifestyle,’ and point to it being perhaps the better option for those who do long cross-continent journeys.
Choose the Trofeo and you’re looking at a visually slightly more aggressive car with more elements in carbonfibre, and with a chunk more power from the V6. Trofeo models feature 550bhp, dropping the 0-62mph time to 3.5sec and raising the top speed to 199mph.
What’s the interior like?
There’s a lot to like in here, but there are some quirks that spoil it a little.
The leather trim is real leather – Maserati refuses to go down the vegan route and trim its cars with glorified plastic, so everything feels sumptuous to the touch. It’s wrapped around front seats that perfectly tread the line between supportive and comfortable – they’re wide enough for larger drivers. The front seats have good side bolstering that can be adjusted, too.
Even the rear seats are useful, with genuine space for a six-footer behind a driver of similar size – access is cosy but manageable. Both front and rear passengers will have to make sure they don’t slice their skin on the cheese grater-like Sonus audio system speaker surrounds.
The dash is dominated by a pair of screens – an upper 12.3-inch infotainment display controls the stereo, sat-nav, or CarPlay as required, while the lower 8.8-inch display deals with the climate controls, the seats, ambient lighting and a few driving functions. There’s also a 12.2-inch digital dashboard display for instrumentation and even the central clock is a tiny screen, providing a faux-analogue readout or even a G-meter.
Unfortunately, the interface is clunky and any effect of slick futurism is spoiled after about five seconds when the entire unit’s covered in greasy fingerprints. And while some elements – such as the big aluminium gearshift paddles – are lovely, some of the remaining switchgear is a little unsatisfying. The PRND buttons between the two central displays are particularly egregious with oddly soft press actions, as is the mess of steering wheel switchgear that wobbles under your thumbs.
It’s a comfortable place to spend time, particularly with those fantastically supportive and sumptuously appointed seats. But is it the interior of a £160k-ish car? Not really.
How does it drive?
Grand tourers have to be good at the boring stuff, first and foremost. After all, the route to a pied a terre in Monaco involves the M25, the Channel Tunnel and a whole lot of autoroute. The GranTurismo absolutely excels here. In default GT mode or even softer Comfort the exhaust is quiet, the gearbox unobtrusive and the ride perfectly judged to iron out road imperfections without being completely numb and uncommunicative. It’s among the quietest cars on the road we’ve ever experienced, and the fact the GranTurismo’s rare use of air suspension massively aids in offering a super-coupe that can really eat up the miles.
Flip it into Sport or Corsa modes, though, and it feels like a properly talented sports coupe. The Trofeo can handle bumpy back roads when you’re off out for a hoon, giving you the confidence boost to push on a little harder – something we didn’t feel quite so much with the Folgore EV in previous tests. During earlier drives, the Trofeo also happened to be the faster car through most sections, simply because it didn’t need to work its suspension, brakes and tyres quite as hard as the zero-emission counterpart.
The GranTurismo Trofeo is arguably also the more emotional drive. Redlined at a vocal 8000rpm, the twin-spark pre-chamber 3.0-litre Nettuno engine combines two interacting injection and combustion systems for more low-end torque, maximum high-end power and reduced overall consumption. Tip-in is almost as brisk as in the digital on-off Folgore. The aggressive throttle mapping summons ample grunt, though we did notice a little lag low down if you found yourself in too high a gear. Press on, though, and that V6 will sweep you forward with a ferocious surge – the GranTurismo Trofeo is extremely quick. The Nettuno engine is bound to go down in history as one of the last great high-performance combustion engines, period.
Did we miss the V8? Not really. While the old engine was more tuneful across more of the rev range (this V6 still does feel a little gargly at lower revs), the new powerplant certainly knows how to sing in the upper half.
With the eight-speed ZF ‘box locked in Manual and the DNA in Sport, the new GranTurismo is awesomely fast, eerily surefooted, perfectly progressive in the way it acts and responds, professionally balanced and yet commendably playful.
Before you buy
That lofty price tag gets you a lot of car, but some of what you’re paying here is arguably the GranTurismo’s exclusivity.
The Maser can dance almost as well as Ferrari’s Roma on a good road but manages to do the grand tourer parts better. Porsche’s 911, meanwhile, is still the benchmark when it comes to sharp handling but can be had for a good chunk of cash less than the Maserati.
If you want luxury, Bentley does material quality far better than Maserati to justify the Continental GT’s price tag. It can also fit four just as well as the GranTurismo, and is just as good a long-distance cruiser.
Verdict: Maserati GranTurismo
What an interesting car the new GranTurismo is. Maserati has excelled in making a two-door coupe that can rival Bentley’s Continental GT for long-distance drives yet one that can keep up with Ferrari’s Roma for B-road blasts. It’s refined and comfortable, yet ferociously fast and capable of giving you the confidence to make use of its available performance.
It’s a lot of money, though – a price tag that becomes a little harder to swallow when you’re fiddling around with sometimes less-than-straightforward technology or pressing steering wheel switches that can also be had on a Jeep Avenger. That can take the edge off a bit.
The GranTurismo is deeply charming and great to drive – and should be celebrated for that fact. Its closest competition may be hard to ignore, though.