Maserati GranTurismo Trofeo review: 542bhp super GT driven

Wait, haven’t you already driven the new Maserati GranTurismo?

Gold star for the attention you’ve been paying, my friend. We have already had a go in the all-new GranTurismo, but you may remember that was only the all-electric Folgore version complete with its tri-motor setup and 750bhp. However, ever since development started in 2017 Maserati planned for this new-gen grand tourer to house both petrol and electric powertrains. And if you click through the gallery of images above you’ll notice that there are four exhaust tips poking out the back of that stunning bodywork…

Exciting! But just quickly remind me of what you thought about the Folgore?

The short answer to that is that we liked it very much indeed. Clearly Maserati has put a huge amount of effort into its first EV, giving it massive power and fancy 800-volt architecture for properly rapid charging times. Techy yes, but it hasn’t forgotten about the driving experience either. The battery is arranged in a T-shape through the car as opposed to flat across the whole floor, which means you sit low and the way it turns and rolls feels natural to all of us coming from combustion-engined cars. It has made a strong first impression, that’s for sure. 

Give me some more numbers on the combustion engine, then…

The headline here is that the GranTurismo is no longer powered by the sonorous old V8 that was developed in conjunction with Ferrari. In its place for this second-gen is Maserati’s own 3.0-litre twin-turbo ‘Nettuno’ V6 that has already been put to work in the MC20 supercar. 

In the GranTurismo it’ll come with two different power outputs – 483bhp in entry-level ‘Modena’ spec or 542bhp in this top-spec ‘Trofeo’. It uses a wet sump here as opposed to the dry sump in the MC20, but there is still the fancy Maserati Twin Combustion technology that’s derived from F1 engines. That basically means that (when the engine is working hard) the fuel is ignited in a separate ‘pre-chamber’ before the whole chemistry lesson transfers into the traditional combustion chamber, making for faster reactions and more efficient combustion. Does it work in practice? You’ll have to read on to find out.

The Nettuno engine can also shut down a whole cylinder bank to save fuel under low loads, and here’s another turn-up for the books – the combustion-engined GranTurismo is now all-wheel drive only. Yep, you get an eight-speed ZF automatic gearbox that sends the power to all four wheels, although it defaults to something like a 30/70 torque split front/rear.

It certainly looks good doesn’t it?

Ooft. Doesn’t it just? It’s more evolution than revolution from the previous gen GranTurismo, but that’s more than fine by us. Maserati says that “a decision was made to maintain continuity with the design of the previous generation, widely appreciated among customers”. So you’ve still got that wonderful long bonnet (which is now a massive clamshell piece), raised front arches and a sweeping roofline. The main visual difference from the old car comes in the form of the vertically-placed headlights and the larger grille.

There is yet another difference under the skin though. Just look how far back the little V6 is mounted. That’s because the compactness of the engine means Maserati has been able to fit the front differential ahead of the Nettuno rather than underneath where it would usually sit. Not only does that help to keep the sleek shape that we’re used to with the addition of four-wheel drive, but it also brings the centre of gravity down by keeping the engine lower in the car. 

Oh, and a word on the colours that you see here. Brilliantly bright aren’t they? Both the Rosso Granturismo and Giallo Corse colours you see here will be optional through Maserati’s Fuoriserie customisation programme, but oh boy do they look good. 

So come on then, is it quick?

Well, the Trofeo can sort a 0-62mph sprint in 3.5 seconds (the Modena will do it in 3.9s while the Folgore takes 2.7s) and will run on to a top speed of 199mph, so there’s your answer. In reality – when you’re higher up in the rev range and in the Sport or Corsa drive modes – it feels even quicker. 

With the twin turbos spooled up, the twin combustion tech doing its thing and four-wheel drive dragging you from the exit of a corner, the GranTurismo will spit you down a road at serious pace. It may be badged Grand Tourer, but there’s no doubt that in Trofeo form at least it is supercar quick. 

At speed the ZF automatic gearbox feels much like it does in its other applications (we’re looking at you, BMW M3) in that it’s competent but unremarkable. Changes are rapid and you can get some shunt in Sport and Corsa modes, but really it’s just an aid to unrelenting acceleration.  

Does it go around corners?

We’re yet to give the Trofeo the full track test, but on road it corners well with masses of grip and light but direct steering. In the Modena there’s a mechanical rear diff, but the Trofeo replaces that with an electronic one and power is constantly being shifted for maximum traction. Up to 50 per cent of the 479lb ft of torque can be sent to the front wheels if necessary, but it is still rear-biased with as much as 90 per cent able to head behind you. 

There’s a Goldilocks amount of body roll from the standard air springs too, with the softer setting offering a little more flow and good control on poor tarmac. Remember this is a near 1.8-tonne grand tourer, so although it may be a fair chunk lighter than the 2,260kg Folgore, it’s still a hefty thing. And yet it controls that load impressively well and changes direction neatly without needing to be too stiffly-sprung. The brakes – steel Brembo items – could offer more feel if we’re being picky. 

And how is it at being a proper grand tourer?

In Comfort and GT modes the GranTurismo is remarkably supple and you’d have no trouble spending long hours at the wheel. It’s a relaxing thing to potter about in (for those in the front seats at least) and easy to place on the road thanks to the raised front arches and good all-round visibility. It is a bit of a shame that the V6 is hardly the most operatic thing to ever come out of Italy though, especially in those more restrained modes. It’s more guttural than you might expect at low revs.

What’s it like inside?

Maserati is at pains to stress that the GranTurismo is a true four-seater. And yes, you can get a six-foot passenger behind a six-foot driver, but you wouldn’t want to be in there for too long as in the rear you’ll have your head up against the glass of the back window. 

Still, the interior is generally a nice place to be and transplants much of what you’ll find in the Grecale SUV. There are screens aplenty including a 12.2-inch digital instrument cluster, a 12.3-inch infotainment screen and another 8.8-inch touchscreen below for your heater controls. Heck, even the central clock is a digital display that can be reconfigured to show things like a compass, a stopwatch or a G-force meter. 

The centre console is kept clutter free which means decent in-cabin storage, and there’s lots of leather, supportive seats and wireless Apple CarPlay and Android Auto. Oh, and the boot is 20 per cent bigger than the previous generation’s at 310 litres. 

Is there anything you’re not sold on?

As previously alluded to, the noise from that little V6 can’t hold a candle to the old V8, but then its inclusion and modern tech does mean that over 20mpg is easily achievable even when you’re really pushing the GranTurismo. The Ferrari eight-cylinder could only claim 19mpg on forgiving emissions tests. 

And fewer trips to the pumps should make the purchase price slightly easier to swallow, because when the Trofeo eventually arrives on our shores it’s likely to cost around £160,000. Engine snobs look away now, that’s a lot of cash for not many cylinders.  

It also puts the GranTurismo firmly in the territory of things like the Aston Martin DB11, the BMW M8 Competition, the V8-engined Bentley Continental GT and the McLaren GT. A tough crowd with some big characters that, but Maserati does seem to have turned the Trofeo into a properly dynamic sports car while retaining its continent-crossing comfort.

We’ll have to drive it on track and in the UK for a definitive verdict, but early impressions are that it very much belongs in that crowd, and that – along with the brilliant MC20 – both the Trofeo and the electric Folgore can bring Maserati back to the fore. Back where it belongs.