► Grand tourer rebooted with electric power
► No V8 thunder anymore, but 751bhp instead
► First UK drive – does it deliver?
It’s a big moment when any car maker sets down its tools and needs to reinvent itself as a maker of the best electric cars. For Maserati, that date isn’t far away as by 2028 it’s set to produce its last petrol car and transition to EV-only sales.
For a manufacturer renowned for its engines, getting its electric cars right is paramount. Weaknesses won’t be accepted. So it’s going all in with electric versions of both its sports cars and SUVs under the (best Italian accent at the ready…) ‘Folgore’ name – translating as lightning.
The first of these is an electric version of its famed GranTurismo. It’s been almost two years since it was revealed, and nearly the same amount of time since we last got to drive it at the Autodromo di Modena test track. But FINALLY, it’s our time to try the Folgore on UK soil, albeit still as a left-hooker as right-handers are a few months away. Worth the wait?
At a glance
Pros: Brilliant GT abilities, clever powertrain, the glamour
Cons: Broken touchscreen in our test car, quality doesn’t live up to the price
What’s new?
Maserati has a two-pronged approach to its powertrains for the time being, so while the GranTurismo might be available with this clever, shiny EV powertrain for the first time, combustion remains in the form of the V6 Nettuno engine from the MC20. It’s the same story in terms of petrol and electric availability on the Grecale SUV.
It’s a pretty complicated tale of engineering with the GranTurismo Folgore, though. It’s based on the same underpinnings as the ICE GT, a loose variation of the Alfa Romeo Giula’s Giorgio platform, yet somehow Maserati has managed to squeeze in three electric motors and a massive 92.5kWh battery.
While the general GranTurismo silhouette hasn’t varied much from the previous car, which first arrived in 2007, the interior has. Twin touchscreens appear like a folded book with the gear selector buttons nestled between them. It all looks pretty smart, but the fact plenty of features are shared with far cheaper Stellantis products doesn’t do it many favours.
What are the specs?
The Folgore sits at the top of the new GranTurismo line-up, with Maserati giving it the figures to ensure it deserves that positioning.
Using a clever three-motor powertrain (two at the rear and one at the front), it puts out 751bhp and 996lb ft of torque. It’s a significant uplift on the 490hp and 550hp you get from the V6 Modena and Trofeo models respectively.
The result unsurprisingly is some staggering performance figures. Sprinting from 0-60mph will take just 2.7 seconds and it’s capable of a 202mph top speed. That latter number is interesting as many EVs, even those with significant power, have much lower top speeds.
Now to confront the issue of range. Maserati has managed to squeeze in a huge 92.5kWh battery, which allows for a claimed 275-mile range. While that doesn’t sound masses on a ‘GT’ car, I was pleasantly surprised by its efficiency. A speedy run up the A1 saw average figures of 2.8mi/kWh, hardly figures to worry efficiency champs, but considering the performance, weight and speed, it’s not bad at all.
It should mean somewhere around 250 miles, which doesn’t sound all that great, but as the Folgore is equipped with an 800-volt charging infrastructure, maximum DC charging rates are 270kW – meaning a 10 to 80 per cent charge is theoretically possible in less than 20 minutes. I was stunned by the Folgore’s charging curve, as even at an 80 per cent state of charge, it was still pulling more than 100kW from a Gridserve charger. It should mean that it is possible to do longer trips without stopping to charge for much longer than you would anyway.
How does it drive?
The complexity of the Folgore should not be underestimated, and neither should its three-motor electric powertrain, which is till a bit of a rarity in the EV world. It derives tech from Maserati’s Formula E team and deploys one motor at the front with an open differential and two at the rear that enable torque vectoring.
The result is impressive, on sharp bends if you boot the throttle coming out of a corner, you can really feel the torque being sent to a particular wheel, enabling you to deploy all that performance at times that sometimes defy physics. For a car that weighs almost 2.3 tonnes (not a figure to brag about – and around 450kg more than the base petrol GranTurismo), it’s staggeringly agile. It stays flat through the corners, and while you’re always aware of its sheer size, it’s impressive.
Three driving modes are at your disposal, controlled using a Porsche-like dial on the wheel, though lacking that tactility. GT limits power to 80 per cent, and is the best option most of the time. Sport is sharper and is best for fast road driving. Corsa winds back the safety assists and allows for fun skids, though feels more than controllable even on the road unless you drive like a loon.
Power reserves are every bit as insane as you expect, but there’s a very linear approach to the way the Folgore gathers speed (and very quickly). It doesn’t snap your neck or make you feel nauseous like a Tesla Model S Plaid, but it has enough power to leave loose items flying and passengers feeling uncomfortable. There’s a subtle sport sound, though nothing like Hyundai’s engine replicator in the Ioniq 5 N. That said, my time was cut short with the GranTurismo due to a dreaded puncture, and the sound department was one area that I hadn’t properly explored.
There’s some exceptionally strong regenerative braking action, and you control it through Maserati’s glorious aluminium steering paddles. Yes, the ones you’d usually use to change gear. They proved divisive among the team, though I think it’s great Maserati has managed to retain them. I’ve never used adjustable regen in an EV so readily.
But the Folgore’s best asset is the way it rides. Despite the savage acceleration, this is a car that beautifully eats up the miles. Big, comfortable seats with loads of adjustment, a supple ride in GT mode (make sure to leave the stiff damper setting turned off). Add the optional driver assist package with adaptive cruise control, and the GranTurismo could be a wonderful companion to the south of France. Just hope that the Ionity chargers are working.
What about the interior?
In a word, underwhelming. Aesthetically, the GranTurismo’s cabin looks great. Lots of crisp displays, a central clock and lots of copper-coloured detailing – the shade that the Folgore sub-brand has adopted.
But to interact with the controls is when things take a turn for the worst. Our test car’s touchscreen made one of those cheap Amazon knock-off iPad tablets look decidedly user-friendly. The screen was one of the least responsive I’ve ever encountered, with certain buttons requiring several multi-second long presses to activate. If I’d spent £180,000 on a Folgore and the screen was like that, I’d be fuming.
The same goes for the drive selector buttons, positioned between the two touchscreens, as the ‘P’ button was starting to lift from the screen on my 2,500-mile car. And no, there wasn’t any of the usual ‘it’s a pre-prod’ caveat. Steering wheel buttons off a £22,000 Fiat 500e also don’t cut it at this price.
More pleasingly, the GT feels a far more convincing ‘2+2’ than ever before. Rear space is still tight, and as an adult you wouldn’t want to spend too far back there. But it’s certainly much more usable than before. The boot’s volume has had to shrink because of that massive battery, too, but you could still squeeze a few suitcases back there.
Before you buy (trims and rivals)
The GranTurismo Folgore sits in a class of its own if you’re looking for an electric GT car. There’s nothing quite like it unless you go down the route of a Porsche Taycan Turbo S or go much plusher and luxurious with a Rolls-Royce Spectre.
As we’ve mentioned, the Folgore is the range-topper here, and though we understand why, it’s quite a tough sell for most when you’re stumping up getting on £20,000 more for a car without an engine, rather than one that does. Don’t forget you’ll soon be able to get the drop-top GranCabrio Folgore if you want your electric GT car without its roof.
I love that it looks just like the petrol car, and retains all the glamour that the GranTurismo is known for. There’s a slightly different grille and badges, no exhausts (obvs) and some different alloy wheel designs (optional), but aside from that it’s hard to distinguish. It certainly gets a lot of looks at a public EV charger, and you almost feel like you’re ICE-ing a space by doing so. The best-looking EV you can currently buy? I can’t think of anything better…
Verdict: Maserati GranTurismo Folgore
The GranTurismo Folgore is unquestionably one of the most interesting cars I’ve driven this year. It’s taken some significant and time-consuming development to get it to drive the way it does, and to disguise its weight so well. The ride and handling balance is superb, as is the execution of its three-motor setup and impressive charging technology. It’s a stellar effort in this respect, especially given the constraints of building it alongside V6 versions.
But while Maseratis have always been known for their character flaws, in 2025 I don’t think buyers would be happy to put up with a faulty touchscreen or clear quality concerns when spending £180,000. A much more special interior would go a long way in helping the GranTurismo Folgore’s chances, as an electric GT car – no matter how good it may be to drive – remains a tough sell in 2024.