Maserati GranTurismo review

When choosing what to have for dinner, it can be tricky to decide whether to go for the healthy or unhealthy option. And buyers lucky enough to be considering the Maserati GranTurismo will find themselves in a similar position, because it’ll be offered with the choice of V6 petrol or fully electric power.

While the latest version of the Italian brand’s GT looks similar to its predecessor on the outside, there’s a more up to date approach underneath.

Indeed, there’s still a powerful petrol engine under the GranTurismo’s bonnet, but it’s now smaller and turbocharged to help boost efficiency. There’s also an all-electric Folgore version for the first time, serving as the flagship model. Of course, the lack of sound and exhausts will be a dead giveaway, but this battery-powered variant also comes with a slightly smoothed-out look to help it stand out visually, courtesy of different bumpers and wheels.

Meanwhile, the leather-swathed interior continues to look as inviting as before, with a reasonable amount of space for four occupants and most of their luggage. However, it now comes with the firm’s latest dashboard design that houses the current suite of tech, so it should be almost as user-friendly as its more practical Maserati Grecale SUV stablemate.

But has it all worked? In this review, we’ll be examining both the petrol and fully electric versions of the GranTurismo to find out whether it can blend performance and comfort with a luxurious feel worthy of the price.

Petrol versions of the GranTurismo are powered by a 3.0-litre twin-turbocharged V6 engine. It’s effectively a detuned version of the unit found in the Maserati MC20 performance car, which means it delivers a more refined and brisk experience, rather than a thrilling one. That’s not to say you’ll be short on pace, though. Even the entry-level Modena produces 483bhp – that’s enough for a 0-62mph time of 3.9sec. 

So far, we’ve only tried the more powerful Trofeo version, which develops 542bhp and trims the 0-62mph time down to 3.5sec. That’s 0.1 seconds quicker than an Aston Martin DB12 and there’s plenty of punch in reserve to cover ground effortlessly.

And the sound? Well, given its predecessor’s atmospheric V8, hearing this version’s V6 engine is a bit disappointing. The rather agricultural sound on startup (accompanied by plenty of vibration felt through the seats) never really develops into a tuneful howl, even in its louder setting when driving in Sport mode (or additional Corsa mode on Trofeo versions). The DB12 and Porsche 911 sound more exotic whether you’re in or outside the car.

All petrol engines come with an eight-speed automatic gearbox. It flicks through the gears quickly and smoothly when driving normally, plus it punches through them even faster in the sportier drive modes. You can also shift using the large metal paddles behind the steering wheel, although the changes aren’t quite as slick or snappy as the PDK gearbox in the 911.

Switch from the default GT mode into Comfort and the relaxed accelerator pedal response helps the engine settle down further on a cruise. Here, you’ll quickly find the GranTurismo is just as pleasant settling down on a motorway jaunt as it is on a quick country road blast. Engine noise fades into the background, while wind and road noise remains low. There’s a faint drone from the exhaust, but that can be easily drowned out by the stereo. The suspension thumps a bit at low speeds in its firmest setting in the sportier drive modes, otherwise it’s more peaceful than a 911. The much pricier Bentley Continental GT remains on another level in terms of isolating occupants from the outside world, though.

Alternatively, there’s the all-electric Folgore version which is both the quietest and most powerful version of the GranTurismo available. It’s powered by three electric motors (two for the rear wheels and one for the fronts) that develop 751bhp, which means it can dash from 0-62mph in just 2.7sec. The driver can simply pin the accelerator pedal halfway down and the car will sling very quickly towards motorway speeds.

Most of the time, the front electric motor does the propulsion (especially at a cruise to maximise efficiency), while the rear motors only kick in to lend a hand during acceleration. However, switch to the most aggressive Corsa mode and it’s the rear motors that do the heavy lifting (with the front motor used to boost power and maintain traction). When in this mode, it gives the Folgore a more balanced driving experience, but the lack of sound can take some getting used to.

An 83kWh (usable capacity) battery brings an official range of up to 280 miles, which is significantly less than a Porsche Taycan Turbo S, with its 391-mile range and 2.4sec sprint time from 0-62mph. 

Adaptive air suspension is standard on all versions, but the ride is firm at low speeds regardless of which drive mode you go for. Occupants will be subtly moving around in their seat over bumps, for example. The sportier drive mode has an even firmer setting that leads to a busier low speed ride that further amplifies bumps, but you can independently switch it down to the softer mode at the press of a button. The petrol versions round off imperfections and potholes well enough to never be uncomfortable, but doing so in the heavier Folgore tends to result in a wince-inducing thump.

At least the firm ride is less of an issue at higher speeds and the petrol GranTurismo is effortlessly handy on a twisty road. The steering response is well judged; it’s not as sharp off-centre as the MC20 sports car, but it's direct enough to keenly turn into corners. Meanwhile there’s enough weight build-up to help driver’s place the front of the car accurately. The DB12 has an even stronger sense of connection to the front wheels and is even more engaging, but that car does feel wider down a country road. 

Unfortunately, the heavier Folgore version isn’t quite as sweet to drive as the petrol version, chiefly because the weight of its battery blunts the car’s responses. The grippy tyres cling on to the road well enough when cornering but you can feel the weight shifting from side to side during direction changes. Meanwhile, the suspension struggles to contain body lean or vertical movements when driving over undulating roads.

Perhaps the main giveaway that the GranTurismo isn’t particularly light is under braking. It’s easy to stop smoothly, but the brakes could be stronger at higher speeds. This is especially true with the Folgore, which struggles to shed speed and doesn’t build up much confidence when heading from corner to corner on a country road.

Regardless of which version you go for, every GranTurismo feeds the power to all four wheels. There’s a bit of tyre scrabble from the rear tyres when setting off in wet conditions, but traction is otherwise strong, even with the huge amount of power the Folgore produces.

“The pure-electric Folgore is impressive for straight-line pace, but I found the Trofeo even sweeter in areas such as speed, sound, ride and handling.” – Will Nightingale, Reviews Editor

You’ll find it easy to get comfy behind the wheel of the Maserati GranTurismo, with plenty of adjustment from the driver’s seat (including lumbar support) and steering wheel. You can change the size of the side bolster by a huge amount, but while all other seat adjustments are done through buttons on the side of the seat, this option is hidden in a menu within the touchscreen.

You don’t sit as close to the floor as you would in an Aston Martin DB12, but you do get a good view over the bonnet. Being sat quite close to the thick front windscreen pillars mean they do obstruct the view at junctions, although the frameless side windows help give a clear view when looking over your shoulder. Front and rear parking sensors come as standard, while a 360-degree surround view camera is optional as part of an ADAS pack on all versions.

The dashboard layout is relatively simple and easy to get to grips with. The driver gets a 12.2in instrument panel that comes with sharp graphics and offers plenty of information that you can scroll through using buttons on the left spoke of the steering wheel. There’s also a head-up display available as part of the Tech Assistance package, which adds adaptive LED headlights and a digital rear-view mirror to boost visibility.

Most of the controls are found on the 12.3in touchscreen infotainment system that comes with the latest version of Maserati’s infotainment system, which is equipped with DAB radio, Android Auto and Apple CarPlay smartphone mirroring. There’s a useful column of shortcuts positioned close to the driver to hop between functions and the main icons are easy enough to aim for. The response time to inputs could be quicker, though.

A smaller 8.8in touchscreen mounted lower down the dashboard is where you’ll find the climate and driver controls, such as the headlights. It’s tilted upwards to make it easier to read and for your hand to fall on than a vertical one, but the smaller icons are trickier to glance and aim for while driving. True, we’re glad the two touchscreens spread out the controls to make them a little easier to locate, but the BMW M8 Competition’s mixture of physical buttons and rotary-dial controlled iDrive system is far more precise to use.

While material quality has been a bit of a let down on other Maserati models, we’re happy to report that the GranTurismo’s has greatly improved on its predecessor. You’ll find soft leather on most surfaces and a few plastic panels. The trim finishers also feel more upmarket than before.

The thing is, given the price tag, you’d expect the finish on the relatively few buttons to feel nicer and be better damped when pressed. Some of the interior panels don’t feel that robust, either, lacking the sense of sturdiness you get in a Bentley Continental GT.

“You can change the digital clock positioned by the centre air vents to display something else, such as a battery meter or G-meter, which I quite like, because it keep passengers entertained.” – Lawrence Cheung, New Cars Editor

Space isn’t a problem if you’re sitting in the front of the Maserati GranTurismo, where head, leg and shoulder room are in generous supply.

Front storage space includes a pair of cupholders, a wireless phone-charging tray and a couple of storage cubbies on the centre console. The door bins are quite small, but no worse than those in an Aston Martin DB12.

While the news isn’t quite so good for those sitting in the back, it's still more practical than most coupés at this price. Anyone under six feet tall will be fine, with enough knee room when sitting behind a similarly tall occupant. There’s space to tuck your feet under the front seat, too.

There’s just enough head room so that your head will just clear the sloping rear windscreen, which is still far better than resting your head on it like in most rivals. Storage space is limited to a pair of centrally mounted cup holders, but at least there’s an air vent to boost comfort.

In petrol-powered GranTurismos, the boot has a flat floor and there’s little intrusion from the sides, making it a very usable load area. We easily managed to fit five carry-on suitcases with space to spare for a couple of soft overnight bags.

With the Folgore, space is less generous because of the extra space required for the rear electric motors (it can hold 270 litres as opposed to 310 litres with the petrol versions). This is because the floor slopes upwards towards the rear seats, so it’s a little shallower. 

Unfortunately, the rear seats in both versions don’t fold down to accommodate larger items, but there is a ski hatch that lets you thread longer items through the backrest in between the two rear occupants.

“This is genuinely one of the better two-door, four-seat coupés I would be happy to sit in the back of on a road trip.” – Neil Winn, Deputy Reviews Editor

The entry-level Maserati GranTurismo in Modena trim undercuts a BMW M8 Competition, plus it’s significantly cheaper than a Bentley Continental GT and Aston Martin DB12. Even so, this is still an expensive car to buy outright. At least the GranTurismo is predicted to lose its value more slowly than an M8 Competition over three years. Meanwhile, with the Folgore positioned as the flagship model, it’s priced significantly higher than a Porsche Taycan Turbo S and not far off a Taycan Turbo GT – both these electric performance cars are faster, more spacious and better to drive. They also have a longer battery range.

The prospect of day-to-day running costs for a V6 engine that indicated no more than 25mpg during our time is no less intimidating than its asking price. CO2 emissions are expectedly high and so is the tax. While the pure electric Folgore won’t suffer as heavily on either of these costs, all versions will be dwarfed by the insurance premiums and annual service costs – especially when you need a new set of 21in tyres. The same is true of those rivals mentioned above, though.

When it comes to charging up the Folgore, it has a maximum charging rate of 270kW (matching the Taycan), with a 10-80% charge taking around 20mins from a suitably powerful charger.

You get a generous list of equipment in return for your outlay, including heated front leather seats, two-zone climate control, keyless entry and start and LED headlights. There are plenty of options that push up the price, including ventilated front seats, a 19-speaker Sonus faber audio system upgrade and privacy glass. Adaptive cruise control is also part of an ADAS option pack that includes more safety equipment.

The GranTurismo hasn’t been crash-tested by Euro NCAP or security tested by Thatcham, but blind-spot monitoring, lane-keep assist, traffic-sign recognition and cross-traffic assist are all part of option packs.

“I had high hopes for the 19-speaker Sonus sound system upgrade and while it’s immersive enough, it lacks punch.” – Dan Jones, Senior Reviewer

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