The new Maserati GranTurismo oozes class, but how does it fare without the V8?

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Photos: Clifford Chow and Weijie Lim

SINGAPORE

The Maserati GranTurismo GT made its return in 2024. A Grand Tourer that is easily identifiable as just about everything that is…  Maserati. While the Italian carmaker promises that this is a new car, the latest GranTurismo iteration retains much of its predecessor’s styling.

Maserati is focusing primarily on the rebuilding of their brand, so it is imperative that they do not take a too radical approach on their designs. After all, the GranTurismo of the past was appreciated for its classic GT styling so it made sense not to discard that beloved design entirely. If you ask me, I think the new GranTurismo retains what is a Grand Tourer in-essence, but it does so, with the volume turned down, but with refinement tuned up.

With the new GranTurismo, Maserati made the decision to retire their soulful cross-plained V8 engine.  Instead, they opted for their heavily touted Nettuno V6 – a watered-down version of what is found in their mid-engined MC20 supercar. Soon, the GranTurismo will also be available in the more potent Trofeo variant (with the same V6, in a different state of tune) and the full electric variant, known as the GranTurismo Folgore; both which are expected to arrive later on this year.

The base GranTurismo Modena variant does not detract from most things related to the words: Maserati, Gran and Turismo. This includes its long bonnet, the iconic Tridente logo on the front grille, and the three side air vents (a nod to the legendary Maserati 250F Formula One car).  Although the new GT’s silhouette remains largely similar to its predecessor, it is approximately five centimetres longer and four centimetres wider; and visually teases with more muscular haunches. Even more so with the V6, the new GT continues to embody elegance rather than aggression – which is the way it has always been.

Within the cabin, technology takes centrestage. The new GranTurismo’s high-definition 12.3-inch infotainment touchscreen is powered by Google, and features Maserati Intelligent Assistant (MIA). Below this, an 8.8-inch digital climate control touchscreen keeps the said settings separate from the infotainment. All of this, which was first seen in the Grecale; which is quite clever, since it means that the most crucial features are not buried. Perhaps, the only gripe which I have, is that the drive selector has now been condensed into a row of buttons, between the two screens.

As for creature comfort, the front seats come ventilated, and have side bolsters which are not overly “huggy”, and like any good sports car, adjustable thigh cushions. 

For those who appreciate good audio, the GT is equipped with a bespoke Sonus Faber sound system, which I find is impressively good.. Like in Ferrari, you do get fixed, large paddle shifters, which aid in not confusing you on which is up and which is down… when you are going around.

Even if the GT is a 2+2-seater, the rear quarters are actually quite decent, supportive, and do not feel like an afterthought. However, at 1.82m, my head did contact the rear windshield. At the rear, it does offer a decent boot of 310-litres, though it is somewhat shallow, due to the transaxle. Perhaps you can say that this is a constant reminder of why that V6 sits so far back in the engine bay, and the transmission is at the rear, to achieve that desired perfect balance.

For better or worse, and to appease those Thunbergs, the new 3.0-litre twin-turbocharged Nettuno V6 engine does provide significantly better efficiency over the V8. But…

If the V8 never existed, then this would be a very refined grand tourer. One which exhibits plenty of restraint. But again… Everyone wants a V8!

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Don’t get me wrong, the Nettuno V6, even in this lower state of tune, already puts out 490hp and 600Nm, which is more than what the previous-gen base car produced. But alas, as you would figure out, it still does not top it in flamboyance. Perhaps the best metaphor I could use in this case, to define the two, is a Guns N Roses concert today versus the same thing during the late 80s.

While I say all of this, once behind the wheel, the new GT feels impressively composed and refined. It offers three driving modes – Comfort, GT and Sport. For the most part, I experienced the car in GT mode and occasionally in Sport, the latter when savouring a pack of Twisties.. In GT mode, it rides like something closer to this car.  Stick the drive mode into Sport, and the exhaust flaps open for more depth, while the suspension and steering stiffen. Over here, the GranTurismo rears its sportier side, albeit a little reserved. It corners with needle-like precision, and on the straight, there is plenty of feel through the steering wheel. I would go out on a limb (at the risk of being flamed by haters) to say that this is really the best of both worlds, considering how it can be as exhilarating to drive yet equally as comfortable.

While the V8 will be sorely missed, I can also see the appeal of the V6 engine. Without that cross-plain rumble, it certainly feels smoother, and more refined – which is quite quintessential for a grandtourer. However, with that hefty price tag of S$688,000… and this is already without your COE and options, there are many considerable options to look at such as a Porsche 911 Carrera S (992), or you could opt for top-down fun with the Mercedes-Benz SL43 AMG variant (yah lah… I know four-cylinder) of this car.

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Maserati GranTurismo Modena

Drivetrain type	Petrol engine
Engine	2992cc, V6 Turbocharged
Power	477hp
Torque	600Nm
Gearbox	8-speed Automatic
0-100km/h	3.9 seconds
Top Speed	302km/h
Fuel Efficiency	9.9km/l
VES Band	C2 / +S$25,000
Agent	Tridente Automobili
Price	S$688,000 without COE and VES
Availability	Now
Pros	Looks the part, drives the part
Cons	No more V8
Verdict	The Maserati GranTurismo Modena is a delight to look at and a pleasure to drive, but it’s hefty price tag might be the car’s biggest disadvantage.

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