Maserati GranTurismo: With such much investment necessary, it’s unusual these days for automotive designers to be handed a blank slate to build the next generation of a brand-defining model like the 2023 Maserati GranTurismo.
Yet that’s precisely what Klaus Busse (Maserati’s head of design) and his team were given with just the second-generation GranTurismo. This vehicle has symbolized the entire soul of the Trident-badged company since 2007.
So, why does this new-generation vehicle resemble the car it replaces? Klaus and his team were free to create an all-new, box-fresh design that would not only blast the competition out of the water but also thrill legions of Maserati devotees and admirers of Italian exotica the globe over. At least, that’s what the world’s automotive journalists thought when we went to a Google Meet in the latter part of 2022 for a deep dive into the automobile. Isn’t it a reasonable question?
Sales of the aged Maserati GranTurismo had been on the upswing during its last years, particularly of the high-powered Trofeo variant with its thunderous 4.7-litre naturally-aspirated V8 screaming out more acoustic joy than Italian operatic soprano, Andrea Bocelli.
The stats don’t lie, and according to Maserati’s man in charge of product development, at least for sports cars (MC20 and GranTurismo), Massimo Capaldi, there were no complaints from owners about the external appearance – they loved what they saw.
Yet there were murmurs. Namely, the flawed Chrysler-based infotainment system and the slow single-clutch gearbox. Although all features have been completely redesigned in the new model, this is also why the general form and style of the automobile look similar to the untrained eye, even though there isn’t a single carryover panel.
On the other hand, Maserati elected to concentrate on more technical features for more excellent performance, handling, and ride while also delivering a fully-electric car for the first time.
Certainly, Capaldi and everyone else at Maserati in charge of safeguarding and growing the Trident brand recognizes that the GranTurismo is a classic. Moving away from what its consumers most adored would have been a colossal mistake.
Not to mention that Maserati arguably invented the Gran Turismo body design with its beautiful A6 1500 in 1947. This was a marvel of beauty, only to be surpassed by the stunning A6 GCS from 1953.
And, honestly, no other luxury automaker has better embraced the Gran Turismo design and distinctive packaging than Maserati and its GranTurismo.
Moreover, it is these attributes that connect so powerfully with those same consumers, as well as the fact that it is a real two-door, four-seat GT in which adults can travel in reasonable comfort in the back seats, even on lengthy trips (as tested over 50km in the twisties).
Suppose you’re searching for authentic competitor brands and models. In that case, Maserati still counts the Porsche 911 Turbo, Bentley Continental GT, Aston Martin DB11, Ferrari Roma, and Porsche Taycan when compared to GranTurismo’s super-fast Folgore EV variant.
There’s also the BMW M8, an achingly attractive coupe that, like the others mentioned above, can’t compete in backseat comfort with the Maserati.
Spend your time looking over each panel of the new GranTurismo, and you’ll notice a sleeker, more curved profile than its predecessor. It may take a few seconds for your eyes to adjust, but this is a more attractive Maserati than the vehicle it replaces due to design cues from the brand’s flagship model, the MC20 supercar.
GranTurismo’s treasured design component is undoubtedly the Cofango – a portmanteau phrase comprising cofano (bonnet) and para fango (fender) as a single panel aesthetically. The finished product is a curvy piece of style that also takes influence from the memorable lines of Pininfarina’s Maserati A6GCS Berlinetta from 1953-54.
Yet, the vertical lighting treatment is a straight borrowing from the MC20, while the grille is more emphasized and elegant. I think the A6 GCS has a stronger focus on the wheel arches – more shapely front and rear – making it all the more exotic.
Out back, new LED tail lights look like a cross between a traditional Maserati boomerang and a harpoon from Neptune’s oceanic kingdom. Although the appearance is Maserati, it isn’t as distinctive as the front-end treatment.
Internally, a full-scale facelift has been requested by Maserati owners, and it is not too late. Many digital displays with excellent clarity, colour, graphics, and noteworthy material and artistry change throughout. It takes inspiration from the Grecale, the brand’s newest SUV.
Instead of a gear lever, there’s a horizontal bank of four buttons for gear selection, including ‘M’ for Manual, freeing up space in the centre console for cupholders and additional storage.
The iconic Maserati clock has also gone digital. There’s a new steering wheel design in two colours and new lightweight sports seats that decrease the car’s stance and total weight despite the GranTurismo’s standard all-wheel drive.
Although the V8 is no longer available, petrol variants, like the entry-level Modena and more powerful Trofeo, use detuned versions of the MC20’s twin-turbo V6 Nettuno powertrain for significant performance.
The Folgore, Maserati’s first all-electric vehicle, will instantly gain range-topping status thanks to its three electric motors, cutting-edge technology, and 1350Nm of torque for retina-crushing acceleration and hypercar performance all-around in the second-generation GranTurismo.
What is the price of the Maserati GranTurismo?
Maserati Australia has yet to determine the price for its new-generation GranTurismo, which is not slated to arrive in Australia until late 2023-2024.
Yet, considering the Folgore’s lightweight chassis, Nettuno engine firepower, and ballistic-class EV performance, expect to spend more for what is a more competent version of this authentic Italian exotic than its predecessor was.
However, keep in mind Maserati’s list of competitors as a rough guide to where it might fix the GranTurismo’s pricing, which includes the Porsche 911 Turbo Coupe ($432,000), BMW M8 Coupe ($374,400), Bentley Continental GT Speed ($543,400), Aston Martin DB11 ($450,100), Ferrari Roma ($409,888), and Porsche Taycan Turbo S ($351,000) in direct comparison to the Folgore. The price does not include on-road fees.
Maserati will also sell a limited number of 300 PrimaSerie 75th Anniversary Launch Edition cars with distinctive materials on the interior and out, as well as four specifically chosen exterior paint colours.
The PrimaSerie will be offered in four variants, with 75 units built for each. Trofeo purchasers will have the option of Grigio Lamiera or Nero Cometa, while GranTurismo Folgore EV buyers will have the opportunity of Rame Folgore or Blu Inchiostra.
What’s the inside of the Maserati GranTurismo like?
Even before you admire GranTurismo’s new displays and technology (and there’s lots of it), the interior has a distinct sense of room and comfort – more than any other two-door high-performance four-seater I’d recommend. Remember, this is an entirely new design, so expectations are high for an Italian GT with such an illustrious pedigree.
The previous model was hampered by equipment shared with less distinguished Chrysler vehicles. Although revisions improved things somewhat over time, none ever compared to automobiles touted as high-end Italian luxury.
However, that time is past, and Maserati nails it with an assortment of high-quality materials, artistry, and top-of-the-line technologies in the latest-generation GranTurismo. This cabin can compete with any opponent – regardless of the model type you pick.
Most of our time at the launch event was spent in the full-fat Trofeo, but my session in the entry-level Modena showed an equally breathtaking and comfortable experience behind the wheel. The GranTurismo’s interior layout and style are heavily influenced by Maserati’s new mid-size SUV, the Grecale. However, the materials appear and feel more premium.
Yet, the displays, steering wheel, seats, and characteristic clock are all new from Maserati’s design team and are now worthy of this renowned Italian brand.
The infotainment and driver’s displays, in particular, deliver clear visuals and fine colour separation throughout all three panels. The wireless Apple CarPlay technology and the factory navigation system were faultless in terms of durability in the more rural regions.
I’m embarrassed to say that I have no clue what the renowned Sonus Faber audio system sounds like. At 5000rpm, you won’t care what the weather is like; you’ll want to crank the V6 Nettuno engine to its 8000rpm rev maximum and be thankful you’re in Italy.
Except for the blue stop/start and drive-mode selector on the steering wheel, Maserati has gone for an entirely minimalist approach to switchgear, with its centre console completely devoid of knobs, dials, and old-school buttons; it’s all very intuitive and unlikely to cause any such first-time grief.
The wheel is comparable to that of the MC20 and comes in either Denim or Nero leather and perforated side grips for the Trofeo. The one-piece sports seats’ lightweight structure and amply cushioned padding make them genuinely exceptional.
The bolsters are deceiving in that they are not forceful, yet they keep you bolt-up even when you’re blasting around the curviest Roman bends. The same is valid for backseat passengers. Without a 50km stint in the right-rear pew, I wouldn’t have considered it conceivable.
These are actual adult-sized chairs with the same levels of support and comfort as those at the front. The forward view from the rear stalls is likewise excellent, even higher than those in front, and you still feel like you’re sitting deep into the chassis. Here, the GranTurismo begins to distance itself from two-door, four-seat competitors.
Boot space has also increased, from 260L to 310L in petrol variants, but the electric Folgore only has 270L owing to its EV packaging.
Despite preferring Trofeo’s combination of Rosso GranTurismo over Black leather upholstery inside with stitching to match the paintwork, I drove the coveted PrimaSerie 75th Anniversary version in its chosen Grigio Lamiera paintwork, paired with a two-tone effect leather with exclusive red embroidery on the headrests.
What’s behind the hood?
Both petrol GranTurismo models use the same 3.0-litre twin-turbo Nettuno V6 as Maserati’s mid-engine supercar, the MC20, but in different states of tune.
At 3000rpm, the standard GranTurismo Modena produces 365kW of power and 600Nm of torque. It has a 0-100km/h sprint time of 3.9 seconds and a 0-200km/h time of 13 seconds. The following is a list of things you should not do.
The Trofeo ups the ante with 410kW and 650Nm and a quicker sprint time of 3.5 seconds. The acceleration from 0 to 200 km/h takes 11.4 seconds, and the highest speed is 320 km/h.
In all models of the new petrol-powered GranTurismo, it is partnered with the ZF8HP75 eight-speed automatic gearbox, which sends power to all four wheels. The term “smartphone” refers to the use of a smartphone as a means of communicating with a mobile device.
Surprisingly, Maserati’s lead engineer for the GranTurismo informed us that if there are no transmission or additional load difficulties, the GranTurismo may theoretically operate at the same power levels as the MC20.
Nevertheless, unlike the MC20, which has a dry sump transmission because of its tighter and lower mid-engine layout, the GranTurismo has a wet sump transmission, which is less costly and possibly more dependable.
Another characteristic of the Nettuno V6 in the GranTurismo that the MC20 lacks is the ability to shut down half the cylinders (cylinder deactivation) when driving on the highway.
The performance promises of the all-electric and range-topping GranTurismo Folgore (reviewed here) are remarkable, to say the least, easily outperforming even the MC20. It has three 300kW electric motors (two rear, one front) for a total power of 560kW (605kW on boost) and 1350Nm of torque to all four wheels.
It can sprint from 0 to 100 km/h in 2.7 seconds and reach 200 km/h in an astonishing 8.8 seconds. The top speed is 325km/h, and the WLTP range is 450 kilometres on a full charge.
What is the driving experience like in the Maserati GranTurismo?
Nothing beats getting into a fully new-generation Maserati that was meticulously created and built in Italy from the ground up by a crew of passionate diehards with something to prove.
Although some may mourn the loss of the previous model’s naturally-aspirated V8, I relished that the Trofeo I was sitting in was powered by the same twin-turbo V6 as Maserati’s mid-engine supercar, the ballistically speedy MC20, albeit detuned somewhat.
The term “responsible” refers to determining whether a person is responsible for their actions. But we were on our way to Nepi, a calmer, less crowded location some 60 kilometres away, with gorgeous ancient homes and less-travelled roads through winding, undulating terrain.
Still, 20-30km of six-lane Autostrada led us out of Rome, providing a good test canvas for the Nettuno V6, but not in GT mode. No, not today.
There isn’t enough of that highly honed Maserati snarl, which is best heard around 4000rpm in Sport. It’s also the setting that gets the most out of the twin-turbo six’s engine performance; otherwise, everything seems slightly restrained.
Here’s the deal. It doesn’t seem to matter how many cars you drive or launch programs you attend; you’re always respectfully cautious at the outset – at least for the first few minutes while you get a feel for the car and locate all the essential functions and settings before the full-fledged assault that always follows.
Surprisingly, the ZF is set for optimal fuel economy when left in auto mode since it swiftly changes into high gear. The Nettuno doesn’t come to life until you choose Sport and find the ‘M for Manual’ button on the Autostrada.
And how does it go? It’s great that most of Italy’s Polizia Stradale are keen car fans who often encourage exotic vehicle drivers to display a car’s pace and performance since I’m not sure how fast we were going. Still, this Maserati GranTurismo Trofeo wasn’t exactly hanging around.
The mid-range pull is persistent, and the speeds are enormous. I don’t remember using full throttle for more than a few seconds before needing to lift off, and that was moving from fourth to fifth gear. The Trofeo has a peak speed of 320km/h, but even at two-thirds of that speed, there’s still so much more underfoot.
Don’t get me wrong, the acceleration of the line is quick but delightfully linear; it’s only that when you change into third with a foot full of gas, you feel like you’re driving a true GT3 racer down the Mulsanne straight at Le Mans. Over 4000rpm, the Nettuno V6 delivers a delightfully loud snarl reminiscent of a GT racer, and it only gets louder.
The gearbox is a bonus. Smooth when left to its own devices, yet always ready to ramp up the ratios at the slightest suggestion that you want more. In this aspect, it seems to be a well-bred race. The paddle shifters are fixed, but they’re also precisely positioned and long enough to reach in any circumstance – it looks like a vehicle created by enthusiasts for enthusiasts. Yet, it’s dead simple to operate in any case.
This new GranTurismo is a huge automobile, measuring over five meters long and more than two meters wide. Yet, the steering weight is low enough, and the ratio is fast enough, so excessive arm whirling is unnecessary. It can also cut through countless fast-flowing turns without breaking a sweat.
It delivers increased skill and feedback in body control and chassis balance the harder you push, making the vehicle a lot of fun in these tricky conditions on winter tires – despite temperatures soaring to 13o Celsius during our driving program.
Winter tires are often used in these areas when temperatures dip below 8o Celsius, causing ice to build on the road surface. However, grip and traction are similarly diminished in warmer conditions. We look forward to testing the vehicle with summer tires in local circumstances to get a complete picture of its performance.
While the essential steel brakes aren’t very massive by today’s standards (380mm, six-piston front, 350mm, four-piston rear), they provide excellent stopping power for a 1795kg GT. Yet, Maserati will ultimately offer more robust and pricey carbon-ceramic variants.
Then there’s the ride comfort to brag about on some of the worst roads we’ve driven on in a long time. With potholes and disintegrating edges, the GranTurismo quickly smashed most of it without changing the car’s path – even mid-corner.
What results do you get?
With customer vehicles not scheduled to arrive in Australian dealerships until the end of 2023 or early 2024, Australian pricing and specs will likely be delayed, but here’s what customers receive in their new-generation GranTurismo.
The front suspension of the GranTurismo Modena, Trofeo, and Folgore is double-wishbone with air springs and electronically adjustable dampers. The rear suspension on all three is multi-link, with single-chamber air springs and electronically adjustable dampers. The Modena features a mechanical self-locking rear differential, while the Trofeo and Folgore use an electronic one.
Each has 380 x 34mm front ventilated discs with six-piston fixed Brembo callipers, and 350 x 28mm rear ventilated discs with four-piston fixed Brembo callipers. Brake callipers are also available in seven colours: matte Nero, Nero, Rosso, Giallo, Blu, Matte Rosso, and Matte Dark Rame (exclusive to Folgore).
The Folgore, however, receives the same size brake setup as its substantially lighter petrol-powered stablemates due to GranTurismo’s regenerative braking technology, which slows the vehicle down to 0.65g the instant you let go of the accelerator.
The staggered wheel design has 21-inch rims with 295/30 tires at the back and 20-inch rims with 265/30 or 265/35 rubber at the front. Buyers of the GranTurismo have seven choices, including four different wheel styles and varied finishes.
The GranTurismo Folgore promises to sit lower than any other battery-electric vehicle on the market, but at 2260kg, it weighs 465kg more than the Modena and Trofeo (1795kg) models.
Comfort, GT, Sport, and Corsa driving modes vary the engine and chassis behaviours, including an ESC-off option for the track. The Folgore has four modes: GT, Sport, Corsa, and Max Range, which slows things down to get more miles.
Internally, regardless of type, the GranTurismo has a 12.3-inch touchscreen infotainment system, a 12.2-inch digital driver’s display with four possible layouts, and an 8.8-inch bottom display for temperature management. A projected head-up display and a digital rear-view camera (in addition to the normal vision) have been borrowed from the MC20 supercar.
The infotainment system is based on the Android Automotive operating system. It supports wireless Android Auto and Apple CarPlay and creates up to five user accounts. Standard gesture control is also available.
GranTurismo owners can also enjoy Amazon Alexa Home-to-Vehicle management, on-the-road connection, Maserati Guard stolen car monitoring, and over-the-air software upgrades with Maserati Connect. A 14-speaker 860W Sonus Faber sound system is standard, with a 19-speaker system available.
The GranTurismo, like the Grecale, receives a digital version of Maserati’s signature dash-mounted clock that’s multi-functional and reacts to voice commands like “Hello Maserati” to do things like modify the interior temperature. There are three skins available to pick from.
The GranTurismo has no gear lever, which frees up space on the centre console.
The steering wheel is available in Nero (black) and Denim, exclusive to the Folgore. The Trofeo sports a perforated leather wheel covering and a bright blue start/stop button. Even on the electric Folgore, where they’re employed to alter the degree of regenerative braking, prominent aluminium paddle shifters sit behind the wheel.
The Modena is available in black, brown, or “greige” leather upholstery and dark ash burl wood embellishments with an open-pore finish. The leather upholstery of the Trofeo features a herringbone pattern and is available in black, red, or ice. Black interiors are available with chevron stitching in yellow, red, or grey.
Lastly, the Folgore makes considerable use of sustainable materials, such as Econyl fabric, made from recovered fishing nets and used on the seats, ceiling, and pillars.
Colours
- Bianco
- Grigio Maratea
- Grigio Maratea Matte
- Nero Ribelle
- Blu Emozione
- Blu Nobile
Is the Maserati GranTurismo a safe vehicle?
The 2023 Maserati GranTurismo has not been tested by ANCAP or Euro NCAP and hence has no safety rating.
Although we don’t yet have the price and specs for the 2023 Maserati GranTurismo, including a list of safety features, the following are new to the model range:
Active Drive Assist Maserati
Adaptive cruise control, Active lane assist, and Emergency lane keeping are all available.
- Autonomous emergency braking in the rear
- Dynamic street view
- While employing driver assistance technologies, the driver’s instrument display displays a three-dimensional image of the surrounding cars.
- Virtual barrier
- Obstacles identified by the rear parking sensors are virtual blocks that change colour based on their proximity to the car.
- 360-degree cameras
How much does it cost to operate a Maserati GranTurismo?
Maserati Australia will provide customers of the GranTurismo with a three-year, unlimited-kilometre warranty and three years of free scheduled service and roadside assistance.
Further information will be released closer to the car’s arrival.
Maserati GranTurismo Review
If you will use the previous model GranTurismo as a benchmark to assess or acquire the new version based on its external appearance, stop right now.
Maserati began with a blank slate for this new-generation GranTurismo. Although it may seem comparable to its predecessor at first sight, it is much improved in every regard, from appearance and technology to flat-out all-around performance.
Even with winter tires with tread blocks instead of grooves, the GranTurismo feels more like a sports car than a GT from behind the wheel while providing higher levels of passenger comfort than any of its competitors, particularly for those grownups in the back seats (as tested).
We won’t know how much better the new Maserati GranTurismo is until we drive it in local Australian conditions on summer tires. However, this is an authentic Italian exotic with a sensationally broad range of capabilities.
