“Well, you can’t be for everybody,” explained Davide Grasso, CEO of Maserati, in an interview with Square Mile earlier this year. “If you don’t like it, that’s OK; you can buy another car.”
Fear not, Davide. We like the new GranTurismo. We like it a lot.
Which is something you might not have said so readily about a Maserati a decade or so ago. Car geek website Jalopnik once ran with the headline ‘Why is Maserati?’ and it perfectly summed up the identity crises the brand was suffering at the time.
But then came the MC20: it was just the mic drop the brand needed. It was the automotive equivalent of Robert Downey Jnr landing Iron Man.
Launched in 2020, the MC20 was a stunning statement of intent – a reminder of Maserati’s sporting prowess and racing heritage all bundled up in one achingly beautiful package.
The GranTurismo is the MC20’s follow-up act – a four-seater GT (obviously) that enjoys the same twin-turbocharged three-litre Nettuno V6 and 8-speed ZF auto gearbox as the MC20, albeit a slightly more chill version – a staccato to the MC20’s staccatissimo.
In the GranTurismo, it comes with two different power outputs: 483bhp in the entry-level Modena spec or 542bhp in the top-spec Trofeo. Can you guess which one square mile chose to review?
In the Trofeo, it is a wonderfully eager drivetrain: you’ll hit 62 mph in just 3.5 seconds, courtesy power being delivered to all four wheels, and if you’re feeling particularly unhinged, it’ll keep going merrily onwards until 199mph.
Foot-to-the-floor red lining is not the GranTurismo’s only party trick. For starters, just look at it. The proportions are spot-on, with a long, flowing hood, muscular haunches, and that iconic trident badge sitting proudly on the grille. It’s the kind of car you park somewhere just so you can walk away and admire it.
But not for too long, because sitting inside it is equally a lovely place to be.
In fact, for an Italian super GT, it’s incredibly easy to live with. It heats up super fast – even on a bitter winter’s morning – aided by ferociously efficient heated seats and steering wheel. The interface is an attractive two screen set-up which is remarkably intuitive to navigate. Apple CarPlay is simple and seamless to connect and use – unlike with some other makes (here’s looking at you, BMW!).
The leather is rich and welcoming, and boasts contrast stitching Bentley would be proud of. And there are fancy door-opening buttons instead of handles. (I can’t believe I’ve been using handles all these years like some kind of mug!)
It is also a proper four seater with a decent amount of room in the back for actual adults. Not to mention two carbon-fibre framed bottle holders.
As with the MC20, Maserati has deferred to Sonus Faber for providing the audio system – designed and engineered, fittingly, in Italy. Sonus Faber translates as ‘artisan of sound’ – a fitting moniker for a brand that’s been a favourite with audiophile connoisseurs for four decades now.
Of course, the best sound of all will come from that V6. Hit the start/stop button on the steering wheel, and it kicks into life – more growl than bark. The Drive Mode selector is also located on the wheel, convenient for rotating between Comfort, GT, Sport and Corsa. GT is an excellent default as an all-rounder, but when it’s time for a little more fun, simply turn up the dial for bigger, faster, louder and sharper.
Start throwing the Maserati around some corners and you’ll realise ‘sharper’ is definitely an apt word. The grip is mightily impressive, thanks to an electric rear differential. Up to half of its impressive 479lb ft of torque can be sent to the front wheels should the Maser seem it necessary. But being a proper sports car, it is still rear-biased with as much as 90 per cent pushing you along from behind.
The handling is also helped by that plucky V6 powerplant being both lighter and smaller – in comparison to its predecessor’s Ferrari-based V8 – which means it can be mounted closer to the centre of the car. The V6 also benefits from F1-derived Twin Combustion technology – making it faster and more efficient. (I could explain to you how, but I have neither the patience or engineering degree to fully understand it. Just trust that it works.
The Nettuno engine can also shut down a whole cylinder bank to save fuel under low loads, so fuel economy isn’t as bad as you might presume. Of course, if you’re unduly worried about mpg, you’re probably shopping in the wrong category. But take it easy in the GranTursimo, and you can happily manage 20mpg+. In reality, you’ll be lucky to see anything above 15 if you drive it like it’s meant to be driven.
The Trofeo starts at around £170,000, which, let’s face it, is a lot of money. As tested we were punching about £210,000. The best part of £30,000 on the fancy paint job alone. For that price, you could buy a top-of-the-range Porsche 911 Turbo S; but don’t be that guy. The Maserati has something that elevates it above the obvious competitors: it has soul. That intangible essence that makes it genuinely special. Of course, it also helps that there definitely won’t be three or four other Maserati GranTurismo Trofeos parked up at your golf club/school gates/hotel reception.
The GranTurismo – alongside its electric counterpart, the Folgore – has actually been in development since 2017, and it’s clearly benefited significantly from every one of those seven years of research and development, care and attention.
Having driven Maseratis of old, what struck me most about the GranTurismo is not only how precise it is, but how complete it is. The overwhelming feeling is one of dynamism. Just like the company itself, the GranTurismo Trofeo is clearly going places.
For more information, see maserati.com
