New Maserati Granturismo Convertible Sport Black Nero Red Rosso Ferrari V8 on 2040-cars

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2024 Maserati GranTurismo revealed, twin-turbo V6 or 750-hp EV: 'We're going to let buyers decide'

Maserati is in the midst of a renaissance; it's branching out into new segments with cars like the MC20 and the Grecale. While it's counting on these models to widen its target audience, it's not forgetting about its existing customers and the cars that brought them to the brand. The new, second-generation GranTurismo is a blank-sheet redesign that's evolutionary where it counts and revolutionary where it needs to be. First, the elephant in the room: this is a big, luxurious coupe launched in an era when big, luxurious coupes are disappearing at an alarming rate. What's the point? Min Byung Yoon, Maserati's lead exterior designer, explained the grand tourer (a fast, upscale car designed to quickly and effortlessly drive across a country) is one of the pillars that the company's image is built on, and keeping this tradition alive is important. Customers care more about image and usability than tradition, however, so the new GranTurismo receives several important updates. Maserati will offer the GranTurismo in three different flavors: Modena, Trofeo and Folgore. The first two use a version of the excellent 3.0-liter, twin-turbocharged V6 inaugurated by the MC20 and also found in the Grecale. Known as the Nettuno engine internally, it develops 490 horsepower and 443 pound-feet of torque in the Modena, figures that increase to 550 and 479, respectively, in the Trofeo. It's bolted to an eight-speed automatic transmission in both applications, and it spins the four wheels — the original GranTurismo was rear-wheel-drive. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. Andrea Baccino, the chief engineer for the Italian firm's electric powertrains, told me that making all-wheel drive standard across the range is a way to expand the GranTurismo's usability. It's now a viable year-round driver, even if you live somewhere in rural Vermont. The system is rear-biased but variable: it can send up to 100% of the engine's torque to the rear wheels or split it 50/50 between the front and rear axles. The V6 is front-mid-mounted to achieve a 52/48 front-rear weight distribution, and the GranTurismo weighs around 3,957 pounds, which is surprisingly low considering it's not exactly nimble: it measures about 195 inches long, 77 inches wide and 53 inches tall. Hitting 62 mph from a stop takes 3.9 seconds in the Modena and 3.5 seconds in the Trofeo, and top speed checks in at 187 mph and 198 mph, respectively.

2022 Maserati Levante Trofeo Road Test | Paint the town red

AUBURN HILLS, Mich. -- It’s a transitional moment for Maserati and many of its contemporaries. WeÂ’re on the precipice of an electric future that is taking shape but not yet reality. Until that day comes, weÂ’re taking our final laps in things like the 580-horsepower Levante Trofeo. Dripping in attitude, sharp design and packing an engine that sounds ready for Imola, this Levante recalls everything Maserati has done well over its 108-year history, which predates Ferrari by three decades. Except for the sport utility body style, this vehicle could have been built by Maserati in almost any era. In 2022, however, itÂ’s not a template. Maserati will replace the Ferrari-built V8, like the one under the hood of my test vehicle, with its in-house Nettuno V6, a 600-hp twin-turbo engine that is MaseratiÂ’s biggest engine project in decades. Ultimately the brand will go all-electric. In the here and now, the Levante Trofeo is an attention-getting vehicle. Even more awe-inducing than the engine, the $17,000 Rosso Magma paint looks like it should come with a parole officer. It's available through the Fuoriserie Corse customization program and is by far the most expensive option on this 2022 Levante Trofeo, which stickers for $173,550. It almost appears iridescent in some lighting. Other add-ons include carbon-fiber paddle shifters ($450), painted 22-inch staggered wheels ($400) and gloss black brake calipers ($500). Being the Trofeo trim, itÂ’s already loaded with the best features from the Modena and GT variants.  This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. This is our first taste of the Levante since Maserati reshuffled the trim lineup for 2021. It wears the updated Maserati emblem and Trident, and Trofeo is spelled out in a script that has a vaguely 1980s vibe. Otherwise, this is the Levante weÂ’ve known for several years. It arrived on a bright and unusually cold spring morning, the booming bass of the exhaust note reverberating through my neighborhood. From the back, it cuts a bit of a Porsche silhouette, but up front the shark teeth grille leaves no doubt this is of Italian origin, specifically Maserati. It recalls things like the Alfieri concept, Tipo 60 Birdcage, and for a deep cut, the 1950s A6GCS racer. While the design up front borders on ostentatious, things are more measured in the back, where the roof slopes gently into the curvaceous fenders. Maserati also gets the details right.

2017 Maserati Levante First Drive

You can argue all you want about whether or not certain companies should build crossovers. That's what the comments section is for. We'd argue that Maserati should have done it a long time ago, having shown its first crossover concept back in 2011 and only delivering on it now. Porsche blazed that trail with the Cayenne and others have followed suit since, racking up big sales. It's a little odd, then, that after waiting so long to get in the game, the Levante came together in just 22 months. Blame nationalism. The original plan was for the Levante to be based on and built in Detroit alongside the Jeep Grand Cherokee. That changed when Sergio Marchionne decided, in his dictatorial way, that all Maseratis and Alfa Romeos would be designed, engineered, and manufactured in Italy. So the team hit reset, borrowed the Ghibli platform, and went about creating a not-quite-a-crossover, taller-than-a-wagon hatchback with air suspension. Just shy of two years later, we're driving the Levante. In Italy, naturally. The dimensions and stance are what set the Levante apart from the abundance of luxury performance crossovers and emphasize its Italianness. It's longer, wider, and lower than a Porsche Cayenne or the Grand Cherokee it was nearly spawned from. The hood looks impossibly long in person because it is really long. The front end takes inspiration from the Alfieri concept, and there's a refreshing lack of mesh or filler between the grille's thin vertical slats. It can stand to be so open because there is a set of active grille shutters just behind to manage airflow. What would be usable cargo space on a blockier crossover is sacrificed by a rakish hatch, which looks pretty and we're told routes air in a particularly aerodynamic-friendly fashion. Instead of building the boxy version first, Maserati took the gamble and went straight to the fashionable coupe-ish shape. That foresight paid off, as it seems the coupe-like SUV trend is here to stay. For all the scrambling that must have gone on to produce this new model so quickly, it doesn't present like a rush job. Sure, most of the engineering was already done for the Ghibli and Quattroporte, but the Levante actually feels like a more complete effort than those cars. The attention to detail is most felt in the cabin, where the latest corporate infotainment system has been neatly integrated into familiar surroundings.