Maserati GranTurismo review

Overview

What is it?

An all-new Maserati, in case you weren’t sure. And an electric one to boot, in case you weren’t sure about that either. Looks can be deceptive can’t they? It’s very definitely a grand tourer in the traditional mould though, and Maserati is the definitive grand touring marque: no other brand lends itself better to the idea of driving a long way fast, and looking cool while doing so.

And now it’s gone electric? Famously not good for going a long way at high speed… But who uses a grand tourer to do that any more? (If you do, don’t panic, Maserati is here to help. Keep reading). These cars are now everyday supercars: all the desirability and exclusivity, fewer of the mid-engined compromises in space and comfort.

It’s called the GranTurismo Folgore. When it arrives next year, finally replacing the last gen coupe that died three years ago, it’ll be the marque’s first-ever pure EV. Folgore – it roughly translates as lightning or thunderbolt – versions of the MC20 supercar and Grecale SUV will follow soon after. All Maseratis will have an electric version by 2025. By 2030 there will be no more petrols.

But will there be a petrol alternative now?

You’re a step ahead. Maserati’s future strategy forgoes hybrids for the bookends: as well as this tri-motor electric, the new GranTurismo will be offered with the MC20 supercar’s twin turbo V6 Nettuno motor (that will arrive first in fact, from next spring while Folgore models won’t land until summer). 483bhp in the entry level Modena version, 542bhp for the more aggressive Trofeo. Chicken feed. The electric one develops 750bhp.

You might have heard different, that it develops 1,200bhp. Well the motors can do it (each 33kg permanent magnet motor, one on the front axle, two at the rear, is rated at 400bhp) but the battery can’t. It can only send out enough electricity to deliver 750bhp. Think of it like an air restrictor on a petrol engine. But what that does mean is that all 750bhp can go to any of the motors. The rear pair for max acceleration, or divvied up for complex torque vectoring stuff through corners.

Sounds good. So why is the styling so safe?

Partly because petrol dictates the packaging and necessitates the long bonnet, but mostly because Maserati is rebuilding its brand and doesn’t want to alienate existing customers or try anything too radical. Besides, when was the last time you saw a car firm fit forward-looking tech under a backward looking body? It’s an unusual approach – you could almost see it as a restomod.

We’re torn between thinking it’s a lazy reinvention of the last car and a stroke of genius. At least Maserati hasn’t lost its touch. It’s a handsome machine, maybe a touch deep in the window compared to the body, but the huge aluminium clamshell bonnet – the biggest in the industry apparently – gives the front end real presence.

A quick word on history. This car matters more than any other to Maserati because grand tourers are the essence of the firm, its beating heart. It claims to have created them 75 years ago with the A6 1500 and the rakish, long bonnet coupe silhouette is one Maserati has successfully riffed on ever since – well, apart from a significant lull in the 80s and 90s when the company embraced boxiness and nearly collapsed. Several times. But things got back on track with the 3200GT in 1998, and the GT in 2007 reinforced Maserati’s status as perhaps the pre-eminent builder of Grand Tourers.

Where’s the battery?

Ah, 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 in there (and impressively spacious, which we’ll tell you more about in the Interior tab) and there’s a generous 270-litre boot, as well.

Instead, this all new, mostly aluminium platform sites the 92.5kWh 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, Maserati claims a 50:50 weight distribution, and our bum telemetry tells us understeer isn’t an issue. It doesn’t have huge amounts of grip (click on the driving tab for why that is), but the balance between front and rear is deft. We were limited to track driving only in this late stage prototype, but the ride seems good – body control certainly is. There’s a hint of roll – 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 GranTurismo exhibits the same fluent, together, composed behaviour as the MC20 supercar.

Which is faster, petrol or electric?

Depends how you’re evaluating them. In a straight line electric eats petrol: the Folgore’s 2.7 seconds to 62mph plays 3.5 for the Trofeo. Maserati has geared the electric not to let up any time soon, either. It reaches 124mph in 8.8s and top speed is ‘over 199mph’.

Lap times, says Maserati, are much closer. We’ll hear more about that during 2023, and it’ll come down to the simple fact that the petrol is 450kg lighter than the 2,260kg Folgore.

What about range then?

Not going to be good if you’re doing 199mph. However, Maserati is claiming 280 miles WLTP from the battery’s usable 83kWh capacity, which equates to 3.4 miles per kilowatt-hour. 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 Maserati 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. OK, so you’re not going to be smashing out France on a one-stop strategy, but the Folgore is, as you’d hope, very quiet on the move. A ruffle from the wing mirrors is about it, no trace of creak or flex from the chassis, no noise or vibration from the suspension. It feels very together and easy to drive. A car you’d be happy driving a long way. Best of luck with that.

Maserati reinvents itself for the electric age. With a car that looks suspiciously like it’s powered by petrol. Say ciao to the GranTurismo Folgore.

The GranTurismo Folgore could give potential rivals a proper headache. Currently, Porsche’s Taycan – and maybe Audi’s RS e-tron GT – are the only near-opponents this has, 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 more together, better engineered and developed than any Maserati in living memory. And the price will reflect that. Around £200,000 is our best guess for the Folgore, with petrols about £50k less.

Maserati feels like it’s got momentum and investment behind it. The MC20 was a good car to kick that off, but this is Maserati’s core product, the car that defines the brand. And it does that very well indeed. It’s got there ahead of rivals with a guilt-free, emissions-free sports car, which means it sets the tone and expectations for everyone else. It’s a powerful position to be in. They’re all playing catch up. And this is going to take some catching.

Driving

What is it like to drive?

Smooth, easy and forgiving. The first two we’re used to with electric cars, the third not so much. Lack of feel and harder suspension to support the weight can make them feel snatchy when driven hard and leave them relying on their electric safety nets.

The Folgore is different. It’s not afraid of a bit of bodyroll, so the suspension moves and breathes and feels natural. It’s not as intoxicating and involving to drive as we suspect the lighter, noisier petrol will be, but it does more to engage you than the vast majority of electric cars. It’s not quite as tight and together in the steering and chassis as the Taycan, but it’s every bit as engaging. The structure is rigid and secure, it inspires confidence and feels commendably agile and keen.

What do the modes do?

There are four, from Max Range to Corsa. You know which end is which. The former limits you to 81mph and switches off the air con, the latter only makes sense beyond 81mph and switches off the traction.

The Folgore starts in GT (there’s a dial on the steering wheel to select mode, a button in its centre to alter damper stiffness), which limits you to 80 per cent power and is ideal for most driving. Soft, competent and slick for all your wafting about needs. A ruffle of air from the conventional mirrors is the biggest disturbance. It’s already oodles fast enough.

What about when you have all the power?

Sport gives you all the power and manages traction at the limit, so you aren’t too aware of power being shuffled around. Acceleration now is of the fairground variety: slightly beyond your expectations and comfort. Corsa mode releases the shackles on the powertrain. Oof. Lift off as you turn in and the rear will come around, get back on the power and it squirms and moves around. Lots of electrons urgently trying to find a way out.

In the centre screen you can then press Drift, which sends even more torque rearwards and makes the back wheels behave like castors. Now you and the torque vectoring are second guessing each other. You back off, it sends power forwards to straighten things up, but you expected this, so you straightened the steering to prolong the slide. End result: you’re busy with the wheel and pedals, it’s a bit of a juggle, but you’re having a great time. Hardly a core function for a grand tourer anyway.

You mentioned the tyres earlier?

Yeah, because they’re the limiting factor. These Goodyear Eagles are the everyday rubber, low noise, low rolling resistance. Also low grip. They help deliver the 280-mile range. Maserati is also likely to offer grippier tyres for those that want them.

What about the brakes? Does it make a noise?

It’s very hard to spot the join between regen and caliper braking which, after safe stopping power, is by far and away the most important thing. The pedal doesn’t grab, but reflects your braking inputs pretty well. Again the tyres are the limiting factor for slowing power. The paddles on the wheel vary the regen level across four levels – at max it can slow the car at 0.65g, recovering 400kW of electricity into the battery. The wheel brakes are 380/350mm 6/4 piston calipers front and rear. Like the rest of the car, the brakes (no carbon ceramics here) inspire confidence and familiarity.

Now noise. Well, the old GranTurismo was one of the all time greats, delivering a strident rasp from its 4.7-litre nat-asp V8. Instead we have artificial noise through the speakers. Unlike Porsche’s futuristic soundtrack, Maserati has gone for a deeper, more rumbling and reassuring noise that’s part internal combustion, part church organ. Too much outside noise when stationary, but that’s something they’re still working on.

And overall?

It’s an engaging, well engineered and 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 less histrionic, more polished and capable.

Interior

What is it like on the inside?

Spacious and beautifully made. That’s the first impression. Not quite a Bentley in terms of materials and quality, but beyond an Aston Martin. Surprising, seeing as cabin quality and design is the MC20’s weakest suit, but it feels like Maserati, knowing the GranTurismo is their key car, really wanted it to impress. It does.

You also said spacious?

That’s down to the neat battery packaging we mentioned back in the Overview. The boot floor is slightly raised compared to the petrol’s due to the packaging of the motors and inverters, but it’s still 270 litres. Meanwhile the back seats are a good size. Yes, your head sits beneath the rear glass, but sub-six footers fit. Legs as well. It accommodates four adults as easily as Bentley’s Continental GT.

I can’t see a picture of the dashboard anywhere?

We know. Although we could see it, Maserati asked us not to show it as they want to keep it secret until the official unveiling early in 2023. I can tell you a bit about it, not least by suggesting that a few parts are shared with – or at least look familiar to – the Grecale Folgore’s cabin. Think steering wheel and two part central screen particularly.

How’s the driving position and seats?

That’s the important stuff, and it gets it right. The seats are beautifully shaped, the driving position is exactly how you want it to be in a grand tourer: low yet commanding, with a view out over that huge clamshell bonnet. Everything you touch feels expensively trimmed, yes, even the blue seat centres which are actually made from recycled plastic fishing nets. As an object this new Folgore Maserati is convincing and desirable.

Buying

What should I be paying?

This will not be a cheap car. The £190k MC20 supercar took the brand into a new price bracket. The GranTurismo is going to reinforce that. Petrols are likely to be around the £150k mark, this Folgore closer to £200,000. Ouch.

It’s clearly a decision that’s been led from the top of the Stellantis mothership – it feels as if Maserati has been told it needs to compete right at the top of the luxury class against the likes of Bentley and Ferrari, to finally be a product that lives up to that famous trident badge – an emblem that remains one of the most revered and potent in the automotive industry.

What this means for production volumes remains to be seen. Maserati sold 40,000 GranTurismos between 2007 and 2019. Let’s hope the business case stacks up even better for them here. The USA and China are expected to be the biggest markets. No word yet on what proportion will be petrol against electric. We can guarantee emerging markets will lean towards electric, while Europe will probably rejoice in petrol for a little longer. Nice to have the choice.

Buyers, wherever they are, will need to be wealthy, but they can expect more individual personalisation and bespoke elements. Seven different colours for the brake calipers alone. Standard tunes come from a 14 speaker 860-watt Sonus faber system, upgradable to an optional 19 speaker, 1195-watt hifi. There’s also Apple CarPlay/Android Auto and ‘Hey Maserati’ voice control.