Maserati Granturismo review

Under the skin, however, this is a totally bespoke and all-new offering, designed from the outset to house both high-voltage and high-octane propulsion. All versions feature a structure that’s about 65% aluminium, but the ICE models feature different sills that reinstate some of the stiffness lost to the EV, which uses its centrally mounted battery as a stressed chassis component.

From this architecture hangs double-wishbone suspension at the front, a five-link axle at the rear and height-adjustable air springs. Those prove a useful addition when it comes to calibrating a set-up that’s required to cope with a chunky 465kg spread in kerb weight between EV and ICE (it’s a hefty 2260kg for the Folgore compared with 1795kg for the Trofeo).

Under the long bonnet of our test car is the now familiar twin-turbocharged 3.0-litre Nettuno V6 from the Maserati MC20 supercar, complete with Formula 1-inspired combustion-chamber technology and fuel-saving cylinder deactivation. In the Trofeo, it produces a deep-chested 542bhp and a rippling 479lb ft of torque at a usefully low 3000rpm.

This is linked to a ZF eight-speed automatic gearbox and a four-wheel drive system that can shuffle 100% of the available torque to the rear wheels, divide it equally between the axles or anything in between. In normal running, though, it usually runs a 30:70 split, front to rear.

There’s a trick torque-vectoring limited-slip differential at the rear, while the front diff is mounted just ahead of the engine, helping to keep the V6 low and between the axles, thus aiding the centre of gravity, the polar moment of inertia and the weight distribution, which is a commendable 52:48, front to rear.

So the raw ingredients appear compelling, but what’s the Trofeo like to drive? Well, before we get to that, there’s a caveat. Once again we’ve been given a new Maserati on winter tyres in temperatures quite a few degrees above their ideal operating conditions. So while we can get a fairly reliable steer on its dynamic demeanour, we must hold our definitive verdict for when we can try it on representative rubber.

One thing is for certain, however, and that’s the fact that the Nettuno lacks the aural authority of the old Granturismo’s operatic V8. There’s no lack of lag-free muscle and its outright urge is almost supercar-silly (Maserati claims 3.5sec for the 0-62mph sprint), but at low to medium revs, the directly injected engine has the sort of gruff but reasonably refined voice you would expect from a diesel V6, which is a little out of keeping with the car’s supposedly sophisticated shtick.

Engaging Sport or Corsa driving mode (gratifyingly easy, thanks to the handy steering wheel-mounted rotary selector) sharpens responses and uncorks the exhaust system for some enhanced snap, crackle and pop, but there’s still none of the spine-tingling theatrics that made the atmo V8 such a sonic treat. It’s not a deal-breaker as such, but the lack of mechanical musicality seems particularly disappointing, given Maserati’s back catalogue.

On the plus side, the gearbox slices quickly and cleanly through its ratios whether you’re leaving it to its own devices or taking manual control by pulling the slender alloy paddles behind the steering wheel. The brakes are strong and progressive too, once you’ve got past the slightly sharp initial response. And as you would expect from four-wheel drive, traction is limpet-like off the line.

The steering is quick and precise, if lacking any real feedback, while there’s decent turn-in bite even despite the squidge of the cold-weather rubber. The Granturismo rotates nicely around your hips, the near-perfect weight distribution allowing you to spread the cornering loads equally between the front and rear axles.

Of course, with all that turbo muscle and the rear-biased four-wheel drive system, it’s also possible to subtly alter your exit trajectory using a bootful of throttle.

In Sport or Corsa mode, the dampers are on high alert and body movements are tautly controlled, but even in Comfort mode the Granturismo can raise a grin, the extra suppleness allowing it to tackle give-and-take secondaries with a pleasing poise and fluidity.

This lends it an easy-going character that means it’s likely to be less draining to drive quickly for long periods, which is what grand tourers are all about. It’s helped in this regard by excellent visibility, this breeding confidence in you by making the car easy to place on the road, which in turn creates a sense of compactness at odds with dimensions that record nearly five metres nose to tail and two metres across the hips.

Ultimately, it isn’t as invigorating as the Porsche 911 Turbo, but it feels lighter on its feet than the Bentley Continental GT and more faithful than the Aston Martin DB11.

When it comes to continent-crushing capability, it also makes a fair fist of leaving you relaxed and refreshed when you arrive at your long-haul destination. Noise levels are impressively low and there’s just enough luxurious waft to the ride on undulating but smoothly surfaced roads. Unfortunately, sharper imperfections are less adeptly dealt with, the suspension often reacting with a noisy stiff-legged gait that’s heard as much as it’s felt. Bentley custodians won’t be impressed.

Still, at least the interior of the Modenese machine has come on leaps and bounds. High-grade materials are used throughout and the quality of the finish is pretty much on par with its upper-crust rivals, even if some smaller bits of plastic trim look and feel a little more Fiat Tipo than Granturismo.