Maserati GranTurismo Trofeo.
Maserati’s GranTurismo is an iconic model with a heritage dating back to 1947. However, the model readers will know best is the previous GranTurismo produced from 2007-2014, which has a Ferrari-made V8 engine.
It’s been nearly a decade, but Maserati has finally released an all-new GranTurismo that appears, at first glance, identical to its predecessor. It is, however, completely new from the ground up.
The latest GranTurismo is available in three variants: the twin-turbocharged Modena, the even more powerful Trofeo, and an all-electric version called the Folgore, which means “lightning” in Italian.
The ICE versions are powered by Maserati’s own Nettuno unit, the same turbocharged 3-litre V6 powering the MC20. Said engine uses an F1-inspired pre-chamber combustion system and comes in two states of tune: 489hp for the Modena and 550hp for the Trofeo.
Unlike the older model, the new GranTurismo has all-wheel-drive (AWD), and the additional traction helps hasten the century sprint times, with the Modena clocking 3.9 seconds and the Trofeo taking 3.5 seconds. Top speeds are 302km/h and 320km/h respectively.
The GranTurismo Folgore, on the other hand, has three electric motors, one to power the front axle, and one for each of the two rear wheels. With 751hp and a massive 1350Nm of torque on tap, the Folgore lives up to its name by sprinting from rest to 100km/h in 2.7 seconds, and has a top speed of 325km/h.
In addition, the Folgore, with its 800-volt architecture, offers relatively faster charging and a higher power output.
ONE PLATFORM, THREE MODELS
To achieve torque vectoring and 100 percent power transfer to the rear axle, the three motors each need to be able to generate 400PS (395hp), for a total of 1200PS (1184hp).
The electric powertrain, however, does not ever reach this peak, and is limited to 761PS (751hp) by the battery and electronics. But the system can shuffle power to the left or right rear motor to provide vectoring, sometimes reaching the individual capacity of 400PS of either motor.
If all 761PS is sent to the rear axle, the output will be safely handled by the 800PS capacity of the two rear motors.
It does not look like much, but this motor, along with the other two on the rear axle, can kick out 751hp at a moment’s notice.
When Maserati begun development, it decided that all three GranTurismo models would use the same bodyshell instead of the Folgore using a dedicated EV chassis.
While this does not give the Folgore the full benefit of a dedicated EV chassis with the heavy batteries mounted as low as possible, Maserati engineers aimed to give both the EV and ICE versions a similar centre of gravity and polar moments.
Therefore, in the GranTurismo Modena and Trofeo, the Nettuno V6 houses a forward-running driveshaft that’s about level with the crankshaft to supply power to the front axle. This makes the front mid-mounted V6 one of the lowest in an AWD configuration.
Meanwhile, in the Folgore, the battery pack has been shaped like a “T” to be mounted into the body cavity where the V6 engine, transmission and driveshaft would normally be placed.
This gives the Folgare a total weight of 2260 kg with an even 50:50 weight distribution while the V6 GranTurismo is lighter at 1795kg with a 52:48 distribution.
In may not be a V8, but the bi-turbo Nettuno V6 still has a soulful soundtrack.
SAME SAME, BUT DIFFERENT
The latest GranTurismo is built with high-strength steel with extensive use of aluminium for much of the exterior. The front fenders and bonnet are not made into a single piece called the “Cofango”, an Italian amalgamation of cofano (bonnet) and parafango (fender). It also seen in the Lamborghini Huracan STO.
All three GranTurismo variants look similar and suprisingly deliver similar handling characteristics. But in terms of performance, they are vastly different.
The GranTurismo Folgore easily outpaces the GranTurismo Modena and Trofeo models, but the ICE version is no slouch. It may only have a ZF 8-speed automatic instead of a dual-clutch, but the gearbox has improved response and can even deliver a “thump” with each gear change in Sport or Corsa mode.
The GranTurismo’s steering offers a superb balance between response and accuracy, thanks to a well-sorted chassis that features triple-chambered air springs.
These help in delivering a firm, but controlled ride and can take the sting out of poorly surfaced roads. The Folgore, carrying an extra 465kg, needs firmer springs, which might explain why it feels a tad bit sharper.
Torque‘s Dr Andre Lam finds the new GrandTurismo to be a well-sorted and impressive.
One can further tailor how the car behaves by choosing either Corsa, Sport, GT or Comfort. GT mode is the default and copes with a variety of conditions rather well, but you’ll want Sport for better body control. Corsa is possibly too extreme for road use.
As I mentioned, the Folgore is quick, but its speed is still shocking. You’d best ensure that you’re on a long and clear stretch of road – few other cars have this ability to pull you towards the horizon with such rapidity.
Maserati tried its best to synthesise an engine sound that might be derived from an ICE engine, but this can never replace the real thing. It does fill the silence when the EV is in full swing.
Its strong suit is inter-city travel, probably via the B-roads or highways. The chassis is superbly judged, delivering a reassuring feel and accuracy to pilot precisely in one’s lane, even at speed. It delivers a thoroughly satisfying driving experience.
SUITING UP
Both the ICE GranTurismo and Folgore have interios that blend classic Italian luxury with modern functionality, but this time around, there is also a focus on using recyclable materials.
The front seats are comfortable and ergonomically sound, while the rear seats offer surprising accommodation, something I can attest to, having sat in the rear for over an hour.
Overall, the new GranTurismo is an impressive car that combines iconic styling with modern functionality and performance. Though the Folgore steals the headlines, it will also attract a road tax bill that might prove hard to swallow.
Fortunately, there are still two ICE-powered models with a far more reasonable road tax bill. Apart from probably being more “reasonably” priced, the Nettuno V6 delivers the evocative soundtrack that enthusiasts expect from Maserati, but which the Folgore does not have.
Maserati GranTurismo Modena 3.0 (A) ENGINE 2992cc, 24-valves, V6, twin-turbocharged MAX POWER 489hp at 6500rpm MAX TORQUE 600Nm at 3000rpm POWER TO WEIGHT 272.4hp per tonne GEARBOX 8-speed automatic with manual select 0-100KM/H 3.9 seconds TOP SPEED 302km/h CONSUMPTION 9.9km/L (combined) PRICE INCL. COE To be announced AGENT Tridente Automobili Maserati GranTurismo Trofeo 3.0 (A) ENGINE 2992cc, 24-valves, V6, twin-turbocharged MAX POWER 550hp at 6500rpm MAX TORQUE 650Nm at 3000rpm POWER TO WEIGHT 306.4hp per tonne GEARBOX 8-speed automatic with manual select 0-100KM/H 3.5 seconds TOP SPEED 320km/h CONSUMPTION 9.8km/L PRICE INCL. COE To be announced Maserati GranTurismo Folgore (A) MOTORS Three permanent magnet synchronous MAX POWER 751hp MAX TORQUE 1350Nm BATTERY CAPACITY 92.5kWh (83kWh usable) POWER TO WEIGHT 83.1hp per tonne GEARBOX Single-speed 0-100KM/H 2.7 seconds TOP SPEED 325km/h CONSUMPTION Not available MAX RANGE 450km
PRICE INCL. COE To be announced
Keyword: Maserati GranTurismo review: Three ways to stir your soul