Maserati Ghibli vs BMW 6 Series

What's the difference?

The Maserati Trofeo Ghibli is a very strange beast, but there's no doubt that it is a beast. Fast, loud and capable on a race track, and yet still closely resembling a classy, expensive Italian family sedan, it is genuinely unique. And genuinely strange, in a good way.

This isn't a car for everyone's tastes, but if you fit in to the buyer group that just doesn't really know what they want in a luxury car, it could be the perfect fit for your family. The 6 Series GT is a practical large prestige car, albeit one that will likely find very few buyers.

The Ghibli Trofeo is an alluringly beautiful car from just about every angle, with a genuine sense of occasion and presence about its nose, a sleek side profile and a much improved rear end, where the light clusters have been redesigned.

The Trofeo special touches are impossible to miss, particularly from the driver’s seat where you look straight into two vast nostrils on the bonnet. There are also carbon fibre pieces on the front air duct and the rear extractor for a sportier, wilder look.

The red details on the air vents on each side are the highlight, though, while the lightning bolt on the Maserati trident badge is another nice touch.

The interior is simply beyond special and feels even more expensive than it is. Overall, I’d say it again, it’’s alluring. Italian style at its best and the Ghibli is the Cinderella point in the range, because the Quattroporte big brother really is too large, and the Levante is an SUV.

There is no denying the 6 Series GT looks better than the old 5 Series GT. It isn't as frumpy, it looks more sporty, and to me it appears to have grown into its identity with more conviction than its predecessor.

That said, I don't necessarily like the look very much - it's a bit like a BMW X6 that has been rounded off a little and lowered down substantially. But I can appreciate some of the finer design aesthetics that it offers up: the frameless windows are a nice touch, and the swooping roofline looks smoother than a duck's back.

Other things like the active grille shutters and the air breathers ahead of the front doors are nice functional touches, and to my eye it lives up to BMW's hope of it looking "smooth but muscular". You can get the 630i with either the M Sport package, like you see here, or the more sedate Luxury Line, which is, well, more luxurious looking.

The M Sport styling and equipment package you see in the images here - with M aero kit and 19-inch wheels (ours had been upgraded to optional 20s) - help out with the athletic look of this very big vehicle.

It's huge in fact. The length of the 630i is 5091mm long, it measures 1902mm wide and sits at 1538mm tall, with a lengthy 3070mm wheelbase.

All that equates to a lot of room in the cabin, and what a sumptuous and delightful place it is to be - leather, wood and plush finishes abound.

From the driver’s seat, the Trofeo Ghibli feels spacious indeed, and while it’s not as vast in the back as a Quattroporte, there’s plenty of room for two adults, or even three small children.

The move to throw sportiness at the Ghibli has led to it having firm but fabulous seats. They’re comfortable, and the leather is luscious, but the actual seat back is constantly letting your spine know that this is no ordinary Ghibli. 

Throw it around a track, though, and the seats feel just right, providing the kind of support you need.

Boot space is ample at 500 litres and the Ghibli feels like the sort of car you could take your family in, if only it didn’t make you feel like you were spoiling your children too much.

Now, I said before that this is a bit like an X6, but it has heaps better interior space than that SUV.

As soon as you slide into the driver's seat, you feel like your inside a large car. The cabin space is plentiful, and there's an abundance of storage on offer, too: there's a split-lid armrest between the seats, a pair of cupholders, a phone storage nook with wireless charging, and big door pockets with bottle holsters.

In the back you have access to door pockets, a flip-down armrest with cupholders (that middle part of the seat can fold down completely to allow storage of longer items), and there's excellent room on offer. How many seats in the BMW 6 Series GT? Five - like, five full-size seats.

Because the roofline doesn't rake as sharply as a four-door 'coupe', headroom is excellent for adults (even of the 183cm variety, like myself), and legroom and toe room are equally very good. This is bigger in the back than a 5 Series, but maybe not as plush as a 7 Series… so I guess it makes sense numerically for its nomenclature.

Of course you get climate control in the front (and in the rear if you option it), and the materials are excellent. The media screen is tablet-style, proudly displaying 10.25 inches of high-def real estate that is both touch-capacitive and controllable by way of the central rotary controller with touchpad. And get this - you can even use gestures to control certain elements like volume, swiping and changing tracks… but you have to option that.

The fully digital instrument display is bordered by a set of incomplete dial rings, which is just odd. BMW, back yourself - your buyers can handle just having a digital screen in front of them, particularly when it's as good as this one.

This grandiose hatchback's boot is commodious - with the back seats in place it has a huge 610 litres of cargo capacity, which extends to 1800L with the 40/20/40 seats folded down using the quick release levers in the boot area.

There is no spare wheel (the BMW range is fitted with run-flat tyres) but it does have a secondary hidden storage area under the boot floor for hiding items or stowing wet gear, bathers/swimmers or muddy clothes.

For context, the X6 has 580L seats up, 1525L seats down.

The BMW 6 Series Gran Turismo range starts off with the model tested here, the 630i. It has a list price of $123,500 before on-road costs - and that's whether you buy the M Sport Line or the Luxury Line.

That's quite a lot of money. And while it has a lot of equipment to help justify the cost, the smarter dollars will probably find their way to a more affordable 5 Series.

Standard gear in this spec includes adaptive air suspension with multiple drive modes, a colour head-up display, semi-autonomous parking, adaptive cruise control with steering assistance, auto high-beam LED headlights with LED daytime running lights, DAB+ digital radio, a 16-speaker harman/kardon sound system, a 12.3-inch driver information screen and a 10.25-inch media display with sat nav, Bluetooth and 'BMW ConnectedDrive' online services.

Hey, you even get a panoramic sunroof as standard! Plus there are things like an active rear spoiler, two USB ports and four 12-volt outlets, leather trim, heated front electric seats, electric steering wheel adjustment, keyless entry, push-button start, and an automatic boot.

It also comes loaded with active safety assistance functions - we'll get to that in the safety section below.

Things it's missing at this price point? Well, heated seats are an option, but bundled nicely into the 'Comfort Package' ($3000) which was fitted to our car. The pack includes heated seats front and rear, quad-zone climate control, electric sunblinds for the rear side windows, and electric seat back adjustment. Oh, and BMW continues to gouge consumers $623 for Apple CarPlay (which seemingly didn't work in our car).

The only other 6 Series GT model available is the 640i xDrive, which is again available with the choice of M Sport or Luxury body styling. It's also pretty exxy, with a list price of $148,900, but gets a more performance-focused drivetrain, as well as extra equipment: essentially the Comfort package, plus vented front seats, interior fragrance (eight options), memory settings for the front seats, 20-inch wheels and metallic paint.

Plus the 640i has Sport+ settings - it's probably the wrong car for those - and 'Integral Active Steering' to couple with the all-wheel drive system.

This will be the last time Maserati gets to enjoy a proper Ferrari engine - a 3.8-litre twin-turbo V8 good for 433kW and 730Nm - before it moves to a more electrified future, but it’s certainly going out with a lot of loud bangs.

Deafeningly lovely, the V8, which drives the rear wheels, will shove you to a shouty 100km/h in 4.3 seconds (fast, but not stupidly so, although it feels even quicker) on your way to a very Italian top speed of 326km/h. 

We can report that it exceeds 200km/h with consummate ease and has epic amounts of torque on tap.

Under the bonnet of the 630i is a 2.0-litre four-cylinder turbocharged petrol engine, which produces 190kW of power (at 6500rpm) and 400Nm of torque (from 1550-4400rpm). It uses an eight-speed automatic transmission, and is rear-wheel drive.

That may not seem a lot considering the size of this machine, but consider that some of the steamiest four-cylinder hot hatches have nearly the same outputs, and you realise this engine offers up a far-from slouched approach to propulsion.

The 640i xDrive has a 3.0-litre six-cylinder turbocharged engine with 250kW of power and 450Nm of torque. It gets the same eight-speed auto, but as the xDrive naming indicates, it's all-wheel drive.

But this is the one you'd prefer if you want to hit highway speed in a hurry - the 0-100km/h claim is 5.3 seconds, where the 630i takes a full second longer (6.3sec) according to the company.

Maserati claims a slightly inexact fuel-economy figure of 12.3 to 12.6 litres per 100km, but good luck ever achieving it. The desire to open the taps and really chew some fuel will aways be overwhelming. 

We drove it on a race track and would easily have been exceeding 20 litres per 100km, so our test figure is probably best not spoken about.

BMW claims fuel use of 7.0 litres per 100 kilometres, and you'll need to use 95RON premium unleaded when you fill up.

On my trip with the car, I saw about 9.0L/100km across mostly high-speed driving - some freeway, some highway, some country back road touring, and quite a bit of corners and city stuff thrown in as well. I think that's pretty respectable.

What wasn't so great was the lack of premium fuel in some of the 'away from civilisation' places on my route home. Keep that in mind if planning your own GT long-distance cruise.

We were fortunate enough to drive all three Trofeo models - Ghibli, Levante and Quattroporte - on the track at Sydney Motorsport Park, which really is the only way to fully appreciate vehicles with Ferrari V8 engines, 433kW and rear-wheel drive.

Maserati is keen to point out that other premium brands don’t offer that kind of grunt in their rear-drive cars, indeed most of them are going all-wheel drive, and that level of playfulness is a real USP, it believes.

The thing is, the company also acknowledges that its buyers are older, wiser and wealthier types moving up from the German brands. 

The Trofeo range, in particular, then, is a real niche within a niche. I picture Maserati buyers as being slightly sedate yet stylish. Fans of the nicer things in life, but not flashy, or thrashy, about the cars they drive.

And yet, unlike other Maseratis, the Trofeos are flame-spitting beasts that sound like Game of Thrones dragons. Clearly there are people who like their classy Italian saloons to be insanely fast and track ready. And hooray for them, because as weird as it seems to flog a car like this so hard, the Trofeo Ghibli was well and truly up for it.

It’s also the pick of the litter, being less SUV like than the SUV Levante, and less stupidly long and heavy than the Quattroporte. 

Its shorter wheelbase and lighter weight make it the most fun and light on its feet when being thrown around. We hit an easy 235km/h on the front straight before hurling into Turn One well north of 160km/h, and the Ghibli just held on tight before using its torque to hurl it at the next bend.

It sounds, as I’ve said, amazing, but it’s worth saying again because it’s a real Maserati (or Ferrari, really) advantage of choosing this car.

The brakes are also up to the task of repeated track-hard stops, the steering is lighter and less talkative than a Ferrari perhaps, but still excellent, and the whole Trofeo Ghibli experience is best described, on circuit, as being better than you would possibly imagine.

Out on the road, you don’t have to put up with the firm ride that pressing the Corsa button compels, and the Ghibli reverts to its smooth, cruiser persona - while still looking sporty as hell.

The only letdown is the seats, which are a little on the firm side, but everything else about the cabin is so luxe you almost forgive it. 

While this car makes no sense to me, it obviously excites enough people for Maserati to make a business case, and charge $265,000 for the Trofeo Ghibli. Good luck to them, I say.

I'll put this out there - if you like to drive, there are BMW models for less than this one that will put a much bigger smile on your face. Like, a 440i Gran Coupe, or even just a 330i sedan…

But if you're in BMW's target market - that being older executive buyers who want space and luxury as a priority over thrills at the wheel, you could do a lot worse.

That's because the 6 Series GT lopes along the highway without fuss - the engine easily coping with the demands of overtaking moves, the adjustable drive modes allowing a light steering and wafting suspension feel to wile away the kilometres.

There are 'Comfort' and 'Comfort Plus' modes, but the latter is a bit too spongy and can be boaty feeling. The Comfort setting is made for the highway.

It is actually pretty agile for its dimensions.

If you decide to deviate from the straight sections, you'll be able to explore a little bit of dynamic range, especially when you dial up the 'Sport' mode, which changes the damper settings, steering weight, throttle and transmission response, and even the digital dials in front of the driver to a more aggressive look.

Our car had the 'Integral Active Steering' setting, which is a variable ratio steering system that includes rear steering - that essentially helps make is more turnable in corners at highway speed, and easier to park at lower speeds. It's difficult to say whether the assistance is excellent or not short of driving a car without the tech, but to this tester it was hard to hide the size and weight (1835kg kerb weight) of the vehicle.

That isn't to say it's clumsy or lumbering - it is actually pretty agile for its dimensions, though it makes a lot more sense on long drives and coastal cruises than it does in the narrow and twisty alpine roads of the Snowy Mountains Highway that I tested it on.

There's good grip from the tyres, and strong response from the powertrain - but if it were my money, and I had to have a 6 Series for whatever reason, I'd be looking towards the 640i model, which has a thumping six-cylinder with 250kW/450Nm - certainly an engine that would be more at home in this car. Plus that model comes with AWD.

The BMW 6 Series GT range has a five-star Euro NCAP crash test score based on 2017 testing, but it hasn't been scored by ANCAP.

There's the usual array of airbags - dual front, front side, full-length curtain and driver's knee airbags are included, plus parking sensors all around, and heaps of safety tech including the 'Driving Assistant Plus' package with lane departure warning and lane keeping assist, forward collision warning, auto emergency braking (AEB) front and rear, blind-spot monitoring and rear cross-traffic alert, and adaptive cruise control with stop and go.

That's all great stuff, and so is the 360-degree camera system with adaptive display - so, if you're reversing and you turn the wheel to one side, the image on screen will move, too. It'll also go between a birds-eye view and a backing-up perspective, and that can take some getting used to.

What was less convincing in terms of the user experience was the rear auto braking, which seemed to be scared of the car's own shadow. On multiple occasions the car jammed on the brakes when reversing out of driveways on to empty streets - be it in the normal height, or the raised height setting.

The 6 Series GT has dual ISOFIX anchor points and three top-tether points are there and ready for baby seats or child seats.

Maserati offers a three-year, unlimited kilometre warranty, but you can choose to buy 12-month or two-year warranty extensions, and even a sixth or seventh-year drive-train warranty extension. 

When much, much cheaper Japanese and Korean cars are offering seven and even 10-year warranties, this is so far off the pace that such a fast vehicle should be embarrassed. And if you're buying something Italian, a better, longer warranty would seem like a must. I'd be negotiating at sale for them to throw the longer warranty offer in.

Maserati says servicing for the Ghibli has a "ball park costing of $2700.00 for the first three years of ownership" with a service schedule of every 20,000km or 12 months (whichever occurs first)

Also, "please note that the above is indicative only of the manufacturers basic routine service maintenance schedule and does not include any consumable items such as tyres, brakes etc or additional dealership charges such as environmental levies etc."

BMW runs a condition-based servicing plan, which means the car will tell you when it needs servicing. But you can rest assured it won't (theoretically) cost you much, with the brand's 'Service Inclusive' pack. It covers you for basic maintenance as and when required for five years/80,000km. According to BMW, that includes "annual vehicle checks, oil changes, all filters, spark plugs and labour costs for the duration of the package".

BMW offers a three-year/unlimited kilometre warranty plan, and you get the same cover for roadside assistance.