GRANDEST DESIGNS (some text hidden) --NONE--

By Jonathan Crouch

The improved version of Maserati's second generation GranTurismo luxury sports GT sharpens up its act. Jonathan Crouch takes a look.

Ten Second Reviewword count: 68

A fresh chapter in Maserati's history began with this second generation GranTurismo coupe - and continues with the updated version we look at here. It still comes with charismatic combustion power, but there's also still the option of a full-electric Folgore version which has opened up an entirely new market for the company. This GranTurismo is what Maserati calls 'the pillar of its brand'. And it's very desirable.

Backgroundword count: 152

You have to turn the clock back seventy five years to Maserati's A6 1500 to find a more radically different change of brand direction than was represented by this Italian marque's second generation GranTurismo, launched in 2023. Just about everything you can't see had to be redesigned for this MK2 model - as was necessary so that it could be offered with a futuristic full-electric drivetrain. So not too much redesigning has gone on with this updated model - though in their own way, the changes made are significant. Brand loyalists will still prefer versions of this model fitted with the V6 Nettuno petrol engine we first saw in the MC Pura supercar - which now gets a power upgrade with the Trofeo GranTurismo variant. Whatever your powerplant of choice, we're promised that the improved version of this second generation model will drive - and even sound - like a Maserati should.

Driving Experienceword count: 423

With this updated version of the second generation GranTurismo, the engineering changes aren't massive - but are significant. As before, all variants have air suspension and AWD and you choose between an old-school 3.0-litre V6 or the full-electric Folgore version. With the V6, there's still an entry-level 490hp unit, but the uprated Trofeo version you'd probably rather have now puts out 590hp, 40bhp more than before. It's the same but different with the Folgore EV model too. There's still the same tri-motor drivetrain; but its 92.5kWh battery now takes you 336 miles between charges (up from 280 miles before). Whatever kind of powertrain you decide upon, it'll be quick. The uprated Nettuno 3.0-litre bi turbo V6 in the Trofeo version (as before borrowed from Maserati's MC Pura supercar) doesn't now go any faster, despite it's power uplift, so it still makes 62mph in 3.6s en route to 196mph. But it sounds so much faster because a new exhaust system adds wider-bore outlets to make it as loud as it can be. With both petrol variants, the 8-speed auto gearbox has been recalibrated for greater responsiveness. And a new 'country' drive mode has been added for use on rougher road surfaces (thanks to the 20mm ride height increase it confers). As before, both powertrains feature Maserati's 'Vehicle Domain Control Module' (VDCM), which adjusts the level of electronic support provided according to the drive mode selected. The main settings are 'GT', 'Sport' and 'Corsa': on the Folgore, the V6 variant's 'Comfort' setting is replaced by 'Max Range'. Maserati's spent ages creating a powertrain sound system that works with these settings. Particularly for the electric version, which delivers a unique soundtrack supposed to be a fusion of electric whirrs coupled with a V8 roar. If you're not familiar with that all-electric Folgore GranTurismo, we'll tell you that it uses three drive motors collectively putting out 761hp. Courtesy of 1,350Nm of torque, 62mph in this EV variant takes 2.8s en route to 180mph. The Folgore needs less chassis stiffening than the Trofeo because its enormous T-shaped 92.5kWh battery adds to the structural stiffness of the car. Inevitably, this EV model is heavier than its petrol counterpart (though not by as much as you might think - around 100kg). Still, you'll feel that through the corners. We mentioned the Folgore model's EV range increase; that's thanks to the addition of a system that disconnects the front motor when it's extra reserves of power aren't required (at highway speeds for instance). Plus the electrical control algorithms have been updated.

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