Lamborghini Aventador vs Maserati Granturismo

What's the difference?

The Aventador isn't the best car you can buy for the money and truth be told, it isn't the best Lamborghini, which is a bit tough when you remember the only other car they make at the moment is the V10 Huracan. But it's all about the theatre as much as being a very capable supercar. 

I'm not a Lamborghini fanboy, but I completely get the Aventador. It's a because-we-can car, just like the Murcielago, Diablo and Countach before it. But unlike those cars, it's thoroughly modern and with the upgrades introduced to the S, it's faster, harder and enormously entertaining. 

As the last of a dying breed it delivers on everything a Lamborghini should - amazing looks, nutty price tag and an engine that excites not just driver and passenger but anyone with a heartbeat. It's by far the most charismatic car you can buy, no matter how many zeroes are on the cheque.

Photography by Rhys Vanderside

From the most compelling engine sound this side of … well, anything … to a timeless, shapely body the GranTurismo is a surprising car. While its age is catching up to it in a few areas (fuel consumption, in-car entertainment) what matters most is that this Maserati still lights the fire in the belly.

Asking if there's anything interesting about a Lamborghini design is kind of like asking if the sun is warm.

While there are some geese out there in the corners of the internet who think Audi has ruined Lamborghini styling, there is absolutely nothing shy about the Aventador. It's an incredible looking machine and, if I may say so, shouldn't be had in black because you miss a lot of the madder details.

This car is all about the experience.

It might look close to the deck in the photos, but however low you think it is, it's lower. The roofline barely makes it to the bottom of a Mazda CX-5's windows - you need your wits about you in this car because people just don't see you.

It is absolutely spectacular - people stop and point, one chap sprinted an easy 200 metres to take a photo of it in the Sydney CBD. Hello, if you're reading.

Inside is pretty tight indeed. It's amazing to think that a car 4.8 metres long (a Hyundai Santa Fe is 4.7 metres) struggles to contain two people over six feet tall. My six foot two photographer's head left an impression in the headlining. It's a tiny cabin. It's not a bad one though, it even has a cupholder on the rear bulkhead behind the seats.

The centre console is covered in Audi-based switchgear and is all the better for it, even if it is starting to look a bit old (those bits are from a pre-facelift B8 A4). The alloy gearshift paddles are fixed to the column and are brilliant to look at and touch, while the digital dashboard - which changes with the driving mode - is fantastic even if the reversing camera is awful.

As has already been (indelicately) mentioned, this is a design that is not only ageing well, it still looks pretty fresh from most angles. The only let down are the over-sized tail-lights that look more at home on something less exotic. Those aside, it's a deeply pretty car, with lovely surfacing, the highlight being those beautiful rising guards that funnel your vision down the bonnet.

Interior packaging isn't the GT’s strong point. Inside is pretty cosy with a fat transmission tunnel that makes for a narrow footwell.

With the Sport you get carbon-backed seats that are thinner in the backrest allowing for more room in the tight rear bucket. Snug they may be, but head and leg room is surprisingly good. The white leather interior of this one may not have been to everyone’s taste, but it was certainly beautifully put together.

The boot is fairly small but will fit more than, say, the similarly sized (but double the price) Ferrari FF.

The GranTurismo MC Sport comes in two versions. Both have six-speed gearboxes, but one has the rear-mounted robotised manual while our version was the six-speed ZF automatic, which is mated directly to the engine.

The auto weighs in at $295,000, $23,000 cheaper than the Stradale. Both cars come standard with Poltrona Frau leather, carbon fibre trim inside and out, alloy pedals, bi-xenon headlights, foglights, parking sensors front and rear, 20-inch MSC alloys, keyless entry, electric seats, Alcantara headlining, cruise control, dual-zone climate control and electric adjustment for the steering wheel.

Sadly, time has marched on from when the GranTurismo's entertainment system was first presented to the world. It's a weird, unwieldy system that takes a lot of getting used to, with buttons that don't always seem to do what their label says. Pairing the phone was arduous and while most owners do that once, it does speak to the overall usability.

Having said that, the 11-speaker Bose stereo pumped out some pretty good sound and once the satnav's input method is deciphered, it worked surprisingly well given its fairly basic presentation on the seven-inch screen.

The Aventador S is powered by Automobili Lamborghini's 6.5-litre V12. You know it's a V12 because there's a plate on top of the engine (which you can see through the optional glass cover) that says so, and handily, tells you the cylinder firing order. That's a neat touch.

Buried deep in the middle of the car, this monster engine develops an astonishing 544kW (30kW up on the standard Aventador) and 690Nm. Its dry sump means the engine sits lower in the car. The gearbox is slung across the back between the rear wheels - the rear pushrod suspension actually sits on top of and across the gearbox - and is apparently brand new.

The transmission is known as an ISR (Independent Shift Rod) and has seven forward speeds and still just the one clutch. Power goes through all four wheels to the road, but it's clear the rears get the lion's share.

The 0-100km/h time is the same as the standard car, which kind of tells you that 2.9 seconds is about as quick as you can go on road tyres when you don't have four electric motors with torque from zero rpm.

Maserati's 4.7L V8, inherited from the then-parent Ferrari, is a cracker. Based on the V8 found in the F430, it has a gloriously silly redline of 8000rpm. Peak power is 338kW at 7000rpm and 520Nm at 4750rpm.

The 0-100km/h is dispatched in 4.8 seconds and top speed is 298km/h.

The transmission is a six-speed ZF automatic and fuel economy is a sobering 14.3L/100km on the combined cycle.

In Strada or Street mode, awful. Everything is slow and doughy, particularly the gearshift which goes looking for a gear like dog looking for a stick you didn't throw, but instead hid behind your back. The low-speed ride is nothing less than terrible, fidgeting over every single lump and bump and is only slightly more appealing than being dragged along behind.

The gearbox is really the worst bit about it. Automotive history is littered with cars that laboured along with a single clutch semi-auto: Alfa Romeo 156, BMW's E60 M5 and today the Citroen Cactus is stuck with just such a dud transmission.

Like that old M5, however, there's a trick to making the gearbox work for you - show absolutely no mercy.

Switch the selector up to Sport, get off the highway or major arterial road and head for the hills. Or better still, a clear race track. Then the Aventador goes from a pain in the rear to a glorious, roaring, completely unhinged and unhinging battle cruiser. This car is all about the experience, from the second you lay eyes on it to the moment you put it to bed.

This isn't an everyday supercar and it's absurd to think Lamborghini thinks it is.

First up, there's the obvious entry point with those wacky doors. While it's tricky to get in, if you're under six feet and reasonably mobile, stick your backside in, keep your head down and you're in. If you've been clever, you've specified the glass engine cover so you can see out the back but the huge wing mirrors are surprisingly effective.

Has someone thoughtlessly parked the car in a tight spot? No trouble, the four wheel steer makes the car absurdly manoeuvrable given its extravagant length and width.

As we've already established, it's not much fun at low speeds, waiting until about 70km/h before things start to make a bit more sense. This isn't an everyday supercar and it's absurd to think Lamborghini thinks it is. It just isn't.

The old Aventador was not the most capable of machines but made up for it with its overall belligerence. The new S takes that aggro and dials it up. When you move the drive mode to Sport you are basically unleashing hell. You can pretend to be super-masculine and switch to Corsa (race) mode, but it's all about getting the car straight and getting you around the track in the most efficient way possible. Sport is where it's at if you want to have fun.

The Aventador is about being seen, but not before you've been heard - from two postcodes away. It really is utterly glorious when you have a stretch of road to yourself. The V12 revs furiously to its 8400rpm redline and the wallop of the upshift is accompanied with a fantastic bark and a burst of blue flame. And these aren't the best bits.

Approach a corner, stomp on the colossal carbon ceramic brakes and the exhaust erupts in a combination of bangs and pops and growls that puts a smile on even the most hardened car-hater's face. The fact it steers into corners with just a demure roll of the wrist, aided and abetted by that funky four-wheel steering system. It's just brilliant, addictive and truth be told, it gets under your skin.

There are few more impressive sounds in the automotive world than a Maserati-tuned V8. Even on start-up, the smooth V8 gives you a little bellow to wake the neighbours and when in non-Sport mode it quickly settles into a quiet idle. The exhaust has the now-familiar valving that opens up when you switch it into Sport and if you don’t default to that when driving the GT, you're probably dead inside.

The V8 makes a tremendously addictive racket, getting better with every rev as the tacho needle swipes right to the redline.

When compared with the lightweight sportster from which the engine is lifted, you won't be moving quite as quickly, but the noise and the sharp-shifting transmission will keep you happy. Tunnels are worth the price of entry as you crank the windows down and flip the paddles to find second or even first.

It's hard to pick that the transmission is a traditional automatic. The shifts are fast and positive but never violent – that would be out of character – responding properly to the paddles. In automatic, it's smooth and gentle.

The steering is mighty impressive too. There's enough feel to keep you interested and entertained but not so much you’ll be overwhelmed in the daily drive. The nose changes direction with a flick of the wrists and the moderately-firm Skyhook suspension does a good job of making the rest of the car follow without undue body roll.

Despite rolling on 20-inch alloys shod with sticky 245s up front and 285 at the rear, cruising in the GT is surprisingly quiet and comfortable. WithSport mode off, it's a very agreeable place to be. The seats are hugely comfortable, even in the rear, which seems impossible.

The MC comes standard with six airbags, ABS, stability and traction controls, pre-tensioned and load-limited seatbelts front and rear.

There is no ANCAP safety rating for the GranTurismo.