Maserati Grecale vs MG Im5

What's the difference?

In its surprisingly crowded premium performance SUV segment, the Maserati Grecale Trofeo offers something different. Next to the X4s, GLCs and Macans of this world, it's quietly confident and charismatic with the performance, practicality and value to back up its distinctive good looks. Despite some gripes around warranty, fuel consumption and ride compliance, it's a compelling alternative to those more predictable choices.

The MG IM5 Performance is fast, comfortable, quiet and super refined. Putting some minor spec and active safety niggles to one side, it offers the features, tech and price to match it with its well-credentialled and already popular mid-size EV sedan competitors. Is there room for one more? We think there should be.

At close to 4.9m long, a fraction under 2.0m wide and less than 1.7m tall, the Grecale is a 'large' medium SUV with a robust, thick-set look and a low-key design approach relative to its often more overtly muscular competitors.

Signature Maserati elements include a trio of porthole vents in the front fenders, the broad vertically-slatted grille with trident emblem sitting proudly in the centre, and a smaller version of Neptune's weapon of choice adorning the broad C-pillar.

There's also more than a touch of MC20 around the raked headlights (including the DRL signature), a pronounced splitter-style nose piece and broad intakes on either side.

Staggered 21-inch rims fill the arches perfectly, while pronounced side skirts and a gently sloping turret also dial up the sporty look.

The rear is sleek, but again relatively low-key, the major clues to the car's performance potential being the quad exhaust outlets and the carbon nose panel, side skirts and diffuser.

The interior feels sleek and VIP special thanks mainly to the multi-tier dash design, quality of the materials used and multiple screens.

A central 12.3-inch multimedia touchscreen sits above an 8.8-inch 'comfort' screen devoted mostly to heating, ventilation and vehicle settings.

They're tied together in a single, angled panel that looks like an oversized foldable smartphone. Very cool.

The 12.3-inch digital instrument cluster is configurable through multiple custom set-ups and this time around the distinctive dashtop clock is in fact a small screen switchable through classic and contemporary faces.

It can also emit a response signal when it receives a voice command or morph into a G-meter.

From there, the double saddle stitched perforated leather trim, exposed carbon-fibre elements and brushed metal finishes complete a highly polished cabin environment.

Playing spot the straight line on the outside of the MG IM5 is like an automotive design version of Where’s Wally? There aren’t many, in the midst of an unrelentingly curvaceous exterior treatment.

At close to five metres long and two metres wide the IM5 is appreciably longer (+211mm), a little wider (+27mm) and a bit taller (+33mm) than a Tesla Model 3. Think BMW 5 Series in terms of overall size.

And the soft-form shape is functional; the swoopy liftback boasting an ultra-slick 0.24 drag coefficient.

That said, I’m not convinced by the ‘Periscopic’ cameras informing the driver assistance systems from the front guards. They scream tacked-on afterthought. But a touch-only initial opening function for the flush door handles is cool and makes life easier.

The curves continue inside with soft-padded surfaces around the dash and doors, but the straight edge obviously came out for the 10.5-inch central media screen and vast 26.3-inch upper display. There are next to no buttons; even exterior mirror adjustment is directed from the screen to a multi-function steering wheel control.

System software (powered by a Qualcomm ‘Snapdragon’ chip) is lightning fast with a two-finger up and down swipe shortcut function on the central screen for ventilation and other functions.

The interior is light and bright thanks to the enormous panoramic sunroof. It’s been fine in cooler winter conditions during this test but it could be interesting to revisit in the heat of an Aussie summer

There are two interior colour schemes available - the ‘Highland Grey’ of our test car or ‘Dover Beige’ for those brave enough to live life with the threat of scuff marks on your shiny new car’s glamorous but vulnerably light interior.

At close to 4.9m long and nearly 2.0m wide, the Grecale is a big medium five-seater and with a 2.9m wheelbase to play with, interior space and practicality are more than respectable.

There's plenty of space up front and in terms of practicality, decent door bins, two cupholders in the centre console, a lidded oddments tray in front of them (housing USB-C and USB-A sockets), a large lidded box between the seats (which doubles as a centre armrest) with a 12-volt outlet lurking inside as well as a generous glove box.

Sitting behind the driver's seat set for my 183cm position, there's plenty of head, leg and foot room, not to mention a surprising amount of breathing space in general.

Enough width for three adults on short journeys and up to teenage kids will be fine. When it comes to baby capsules or child seats, you'll be good with two but three is a bridge too far.

For storage, there are door bins with room for large bottles, hard-shell maps pockets on the front seatbacks, adjustable ventilation as part of the three-zone climate control system, a fold-down centre armrest including two cupholders and a slot for a phone in between as well as another pair of USB (A and C) sockets.

Boot volume is a healthy 570 litres with all seats up, which is 35L more than the lower GT and Modena grades because rather than a space saver spare, the Trofeo cops a repair/inflator kit. Boo...

It's enough room to fit our three-piece luggage set or the CarsGuide pram with ease, and the 40/20/40 split-folding rear seat liberates even more space.

There are seat release handles in the cargo area as well as multiple tie-down anchor points, a 12V outlet, bag hooks and a two-piece load cover set-up to deter prying eyes.

There’s plenty of breathing room up front and in terms of storage one of the first things worth calling out are the long but relatively narrow door bins. No good for anything above unusually slender bottles, even if they’re lying down.

No conventional glove box in the dash, but there is a large lidded box (cooled and heated) between the seats that doubles as a centre armrest. It’s supplemented by a big stowage area underneath the flying buttress style centre console.  

There are two cupholders in the centre console as well as a wireless device charging pad in front of them with a vaguely phone-shaped oddments bin alongside it.  

Move to the rear and the IM5’s 75mm wheelbase advantage over the Tesla Model 3 is clear. Heaps of knee and headroom for me at 183cm sitting behind the driver’s seat set to my position. 

But… the seat sits low which pushes your knees up into the air to the point where my thighs are not contacting the seat cushion. Even though the rear seat reclines to a certain degree it’s a problem compounded by a chronic lack of room for your toes under the front seat. Awkward.

There are map pockets in the front seatbacks, modest bins in the doors and a fold-down centre armrest with two cupholders. Adjustable ventilation in the rear of the front centre console always makes life in the rear seat more pleasant.

The car also houses ‘Strong Magnets’ at various points around the cabin and boot, with a configurable adapter able to lock a phone or tablet into place for the entertainment of, in our case, back seaters. 

Speaking of devices for entertainment, there are two USB-C sockets and a 12-volt outlet in the front and another USB-C and 12V in the back, so charging isn’t an issue. 

The IM5 is a liftback so the boot aperture is generous and a capacity of 457 litres with the rear seats up is decent for a car of this size, although that’s less than the Tesla Model 3 (594L) which has an additional well under the floor. 

Still, enough room for the largest (124L) and smallest (36L) suitcases from the CarsGuide three-piece luggage set with some room to spare.

The power tailgate can be operated hands-free via the key or an always welcome under bumper kick function.

Volume expands to 1290 litres with the rear seats folded and there’s a modest 18-litre ‘frunk’ under the bonnet.

The bad news is a repair-inflator kit rather than a physical spare wheel, but the better news is the IM5 Performance can tow a 1500kg braked trailer (750kg unbraked).

The IM range also features the ‘MG iSmart’ app allowing remote control of various functions including charging, checking vehicle location and route planning. 

At $80,990, drive-away, the IM5 Performance sits at the top of a three-grade line-up that starts with a 75kWh RWD Premium model at $60,990, followed by a mid-spec 100kWh RWD Platinum for $69,990, both drive-away.

Its most prominent competitor is arguably the Tesla Model 3 Dual Motor AWD ($80,900), with others including the BYD Seal Performance AWD ($68,798), Hyundai Ioniq 6 AWD Epiq ($86,500) and Polestar 2 Long Range Dual Motor Performance ($80,380).

Worth noting, too, the IM6 range - essentially the same car with a taller SUV body - has the same model walk-up and identical pricing.

Once you’ve crossed the $80K threshold it’s fair to expect a decent basket of standard fruit and aside from the dynamic and safety features we’ll get to shortly, the IM5 Performance comes to the party.

Highlights include a double-glazed panoramic roof, power-adjustable (12-way driver, six-way passenger) heated and ventilated front seats (also heated in the rear), dual-zone climate control, 20-speaker audio (with digital radio), 256 colour ambient lighting, a power tailgate (with hands-free function) and 20-inch alloy rims.

There’s also adaptive cruise control, a heated steering wheel, wireless Android Auto and Apple CarPlay, LED headlights, keyless entry and start, wireless device charging (50W), a 10.5-inch central control screen and a sweeping 26.3-inch upper screen; the right side for instrumentation and car data, the (touch-sensitive) left side for multimedia and other onboard functions.

There’s more and it’s clear this car at least matches or betters its direct competitors for included equipment.

Lurking under the Grecale Trofeo's bonnet is a 'wet sump' version of the 3.0-litre twin-turbo 'Nettuno' (Neptune) V6 that also found a home between the axles of the Maserati MC20 supercar.

It produces 390kW, which is well in excess of 500hp, and grinds out enough torque (620Nm) to pull a small cottage off its foundations.

It's brimming with performance and efficiency-focused tech. Everything from twin-spark dual-chamber heads and cylinder deactivation to high-pressure direction-injection and variable valve timing.

Drive goes to all four wheels via a ZF-sourced eight-speed auto transmission and an all-wheel-drive system incorporating an electronic self-locking limited slip diff at the rear.

The MG IM5 Performance is powered by an electric motor on each axle - the rear (372kW/500Nm) more powerful than the front (200kW/300Nm), for overall outputs of 572kW (that’s close to 770hp) and 802Nm of pulling power.

The official term for that amount of grunt is… a lot. And we’ll get to what it means on the road in the Driving section shortly.

Maserati's official combined cycle fuel economy number for the Grecale Trofeo is 11.2L/100km, emitting 254g/km of CO2 in the process.

We covered urban, B-road and freeway running, not to mention some enthusiastic driving along the way, and recorded an average of 16.9L/100km. Which is thirsty, but not outrageous relative to the competition.

The fuel tank requires 64 litres of 95 RON premium unleaded to fill it which translates to a theoretical range of around 570km, dropping to just 380km using our real-world number.

Even if you're okay with the Trofeo's hefty consumption rate, regular visits to the fuel pump will be kind of a pain.

The MG IM5 Performance features an 800-volt electrical architecture which means the 100kWh NCM battery can accept a DC peak charge of close to 400kW.

Only snag is the highest you’ll currently find in Australia is 350kW. But even at that rate you’ll still be looking at a 30-80 per cent charge in just over 15 minutes. Maximum AC charge rate is 11kW.

Claimed range is 575km (WLTP) which is less than the Tesla Model 3 Dual Motor AWD at 629km.

Over a week of city, suburban and some freeway running we saw average energy use of 20.6kWh/100km which is on the high side for an EV of this size but maybe not for one with this kind of performance potential. 

Engage the standard launch control function, step through the blast-off procedure and Maserati says you'll rocket from 0-100km/h in 3.8 seconds, which is supercar fast.

And the way this twin-turbo V6 delivers that kind of performance is impressive; beautifully linear without a hint of lag.

Trundle along at 60km/h, pin the throttle and you'll be in 'lock 'em up and throw away the key' territory in the blink of an eye. This is a full-blown rocket sled.

All 620Nm of peak torque is available from 3000-5500rpm with maximum power (390kW) arriving at 6500rpm. No matter which drive mode you've selected (more on that shortly), thunderous performance is only an extension of your right ankle away.

And the aural accompaniment walks a perfect line between potency and civility, the signature Maserati exhaust growl stepping up a notch in the racier settings but rarely crossing over into bellicose 'boy racer' territory. We have no problem with an occasional pop and bang on the overrun!

At a touch over two tonnes, the Grecale Trofeo is far from a featherweight, but when you're racing up and down the quick-shifting auto transmission's eight ratios, it feels like one.

The elegant alloy, column- (not wheel-) mounted 'manual' shift levers add to the fun and there are five drive modes to play with - 'Comfort', 'GT', 'Sport', 'Corsa' and 'Off-road' - adapting the engine, transmission, steering and suspension.

The track-focused Corsa set-up starts to soften off some of the traction and stability controls, so we didn't go there, but can confirm off-road raises ride height by 30mm (FYI, we didn't head off-road, either).

Suspension is by double wishbones at the front and multi-links at the rear supported by active dampers and air 'springs' all around.

In the softer Comfort setting, ride compliance is on the firm side. Never harsh, but a little more communicative in terms of bumps and thumps than you might expect.

Not for the first time I found the best arrangement was Sport, dialling everything up to racier settings, and the suspension in 'Comfort' which can be achieved with the press of a wheel-mounted button.

The electrically-assisted rack and pinion steering is accurate and quick to respond with excellent road feel thrown in for good measure.

Just beware the flip side of this type of 'quick' steering rack is invariably a large turning circle, and the Grecale Trofeo is no exception.

The staggered 21-inch rims are shod with high-performance Bridgestone Potenza Sport rubber (225/40 fr / 295/35 rr) and the AWD system, complete with rear LSD, help the car feel securely planted and balanced in quick cornering.

Braking is professional grade with big ventilated and cross-drilled rotors front and rear with fixed Brembo calipers at both ends - six piston front and four-piston rear.

Maserati claims the Grecale Trofeo will slow from 100km/h to a standstill in less than 40m, which is not a lot of metres from that speed.

I had one telling 'will I, or won't I?' situation when presented with an amber light and in deciding to give the brakes a workout (there was no one behind me) was rewarded with a secure and insanely rapid stop.

In terms of general observations, the placement of the start button and drive-mode dial on the steering wheel is a nice touch, the front seats are superb in terms of support and comfort, the media interface is quick and easy to use and the only strong hint of Maserati's Stellantis ownership came in the form of familiar 'Jeep-style' audio control rocker switches on the back of the steering wheel.

First things first, the IM5 Performance is supercar fast. This 2.3-tonne five-seater blazes from 0-100km/h 3.2 seconds and with its dual motors combining to produce 572kW/802Nm, eye-widening performance always resides underneath your right foot.

But it’s not all about straight line speed. Ride comfort is excellent. Underpinned by an all-new platform, the IM5’s suspension is by double wishbones at the front and multi-links at the rear. But the key to its bump and rut smoothing ability is air suspension and ‘continuous control’ active damping.

Fold in double-glazing on the full-length glass roof and side windows, as well as active noise cancellation and you have a serene interior environment at any speed. Also worth noting the front seats are great; as grippy as they are comfortable.

Not only that, despite its relative heft, this mid-sizer steers well, too. Not the last word in road feel but it points accurately and the standard rear steering helps with prompt (but never jerky) cornering turn-in. Flick to ‘Sport’ mode and the IM5 is up for some enthusiastic running.

The rear wheels can turn up to 12 degrees in the opposite direction to the fronts at slow speed, which makes for a usefully tight 10-metre turning circle. But above that, at lesser angles, it adds extra stability and decisiveness in the way the car steers through even tight, twisty sections.

Rubber is top-shelf Pirelli P Zeros on 20-inch alloys (245/40 fr - 275/35 rr) and it grips hard, especially in the wet weather over much of the test period. Braking is solid, as it needs to be, with ventilated discs all around and four-piston callipers at the front. 

No adjustable regen braking but you can feel the ‘Cooperative Regenerative Brake System’ (CRBS) doing its thing when you lift off the accelerator. 

The physical rear view is modest thanks to the slope of the back window reducing its functional area for the driver to that of a 1950s VW Beetle. Even the interior rear-view mirror is tiny and folds up into a recess in the headliner if you’d prefer life without it.

But that’s where a rear camera view popping up on the upper screen display (accessed via the right-hand steering wheel click control) comes in handy. Side camera views are also available as is a 360-degree overhead view, which makes parking straightforward.

If you need more parking help there are various self-parking modes including a nifty ‘Curbside’ function that will realign the car hands-free if you’re parallel parked too far out from the kerb.

In a similar vein, a ‘Rainy Night’ mode projects left and right rear views onto the main screen using AI to enhance clarity and highlight pedestrians and cars.

Overall the ADAS (Advanced Driver Assistance Systems) are relatively unobtrusive but we found ourselves switching off the incessant overspeed chime that sounds for 10 seconds if you creep over the indicated speed limit, even when the system has misfired on the correct speed. For example, 40km/h school zones on a Sunday.

The over-zealous driver distraction warning also occasionally issued a visual and audible slap on the wrist when I was looking straight ahead. Tellingly, there’s a specific quick screen for turning both these functions off, but it kinda defeats the purpose of having them in the first place.

We also found the adaptive cruise control to be hesitant in multi-lane environments, reducing speed occasionally because the system seemingly believed a car was set to merge, when it wasn’t.

No independent ANCAP safety assessment at this point but there’s a full suite of active safety tech onboard including AEB, lane departure warning, blind spot detection, rear cross-traffic alert & braking, forward collision warning, lane-change assist, tyre pressure monitoring and heaps more. And we touch on how it all operates in the Driving section above.

There are no less than nine HD cameras, 12 ultrasonic sensors and three millimetre-wave radars on duty.

If a crash is unavoidable there are seven airbags including full-length side curtains and a front centre bag. Multi-collision brake also minimises the chances of subsequent impacts after an initial crash. There are also three top tether points and three ISOFIX child seats anchors across the second row.

All right on the pace for this part of the market and the IM5’s competitive set.

The Grecale Trofeo is covered by Maserati's three-year/unlimited km warranty, which is off the market pace, with five years/unlimited km the expected norm. Roadside assistance is included for the duration of the warranty.

Maintenance intervals are 12 months/15,000km, and service over the first three years will set you back $4639, or $1546 per workshop visit. Not cheap, but again, not out of line for a performance model in this part of the market.

Maserati also warrants the body for "perforation by rust corrosion" for four years, extendable up to eight if vehicle maintenance, from an authorised dealer, is up to scratch.

The MG IM5 Performance is covered by a seven-year/unlimited km warranty, which is a plus, but the catch is it’s conditional on authorised dealer servicing. Go elsewhere and the term drops to a more common five years/unlimited km. The drive battery is covered for eight years/160,000km, which is the norm in the Aussie market

Servicing is required every 12 months or 20,000km with charges averaging $586 per workshop visit for the first five years, which is on the high side for an EV, even at this price point, the average bumped up by a more than $1400 doozy at year four.

MG IM models are sold (with service available) through all of MG’s 100-plus dealerships across the country, so no concerns there.