Beautiful on the inside
Maserati lacks outward beauty but its charms lie elsewhere
MASERATI is the most fantastic name. It conjures up faded technicolour images of racing greats like Stirling Moss and Juan Manuel Fangio battling around the tight streets of Monaco.
But Maserati road cars have often been a big disappointment.
They were cool in the late 60s and early 70s when the Ghibli, Khamsin and Bora were the chosen rides of playboys.
Then it went badly wrong in the 80s with lacklustre models like the Biturbo that looked like a BMW 3-Series but was far inferior. The last decade has been kinder to the brand from Modena, Italy. We now live in a world in which the SUV is king – and Maserati has two. The large Levante we drove a few years ago and a smaller newcomer called the Grecale. For the moment, until the electric Grecale Folgore arrives, there are three models available.
The flagship is the Trofeo powered by a detuned version of the ‘Nettuno’ V6 used in the MC20 supercar. It’s joined by the GT and the Modena.
The engine in the last two is rather less sexy than the Trofeo’s V6 – it’s a turbocharged fourcylinder petrol with a mild-hybrid boost from a starter generator unit. Power output is 330bhp in the Modena and 300bhp in the GT, which is the version we’re driving. Maserati calls it Bianco Astra but in reality it’s a sort of pearlescent silver. It’s attractive, actually.
The car itself I’m not so sure about. A huge grille, with the trademark trident at its centre, and triple portholes on the front wing clearly identify it as a Maserati but the overall body shape and design details could be from any manufacturer.
But things improve greatly when you step inside. Our car has optional red leather upholstery and open grain wood trim. It looks terrific. Another Maserati trademark is an ornate clock that sits centrally on the dashboard. The clock used to be a wonderful analogue piece but this digital face (albeit with hands) looks cheap and less special. There’s a central infotainment screen that curves down to the centre console. Above it are a row of buttons with which you select Park, Drive, Neutral and Reverse. They’re a pain for threepoint turns and I found that when operating them my jacket sleeve brushed the touchscreen with the result that I turned the heating down by accident. I’d prefer a conventional gearstick.
Another niggle is the paddles on the steering wheel (for manually selecting gears from the 8-speed automatic transmission) that are so big you can only just reach the indicator and wiper stalks. But as I say, they’re niggles and Maserati owners from decades ago had more serious issues to deal with – like blown turbochargers.
Our car costs £60,785 without options, but the Trofeo costs just a few bob short of a hundred grand.
You don’t need the Trofeo’s 500bhp in the modern world but the sound and smoothness of its V6 would be very welcome because the four-cylinder motor sounds harsh at tickover and under power doesn’t feel or sound like an engine that should be in a Maserati. Still, with electric power on its way, it’s all relative.
The Grecale is very spacious with plenty of room in the back for tall adults and there’s a generous boot. The Porsche’s Macan, which is one of the Maserati’s main rivals, is slightly better to drive but the Grecale steers, rides and handles well. If you like being different and not owning what everyone else has, the Maserati would be a good alternative to the Porsche.
Inside it looks and feels a lot more special. The Grecale might not be everyone’s idea (especially if they’re a more mature enthusiast) of what a Maserati should be, but despite the fact it’s not a traditional sports car, it’s one of the best models the Italian marque has made for a long time.