Maserati Reviews

This should have been a review of the Hyundai i20. The Korean baby boomer is up next for a Carsguide test but, when it failed to front this week, we have to switch to Plan B. In this case, B is more like Z, since that's about the distance from a $14,990 price fighter to a $318,500 Maserati GranTurismo.But GT time is fine while we wait for the i20, and it's good to sample a little of what's happening at the top end of the car business. There are lots of new supercoupes and the choice in four-seater grand tourers has exploded with the Porsche Panamera and Aston Martin Rapide.The latest Maserati is a tweak on familiar shape and recipe, combining the latest 4.7-litre Ferrari-built V8 with an MC supershift gearbox, essentially the robotised manual previously fitted to the Ferrari F599.The Maserati GT is one of the best looking cars on the road today and, even if it only has two doors, there is space in the cabin for four real adults and you can get golf clubs in the boot. The cabin is also wrapped in the finest Italian leather, it has satnav and Bluetooth, and giant wheels to make an impact.But the Italian GT is about driving, which is why there are 323 kiloWatts and 429 Newton-metres on tap, with driver-adjustable fully-independent suspension, giant disc brakes and a six-speed gearbox that promises full auto ease with full manual control on demand.The GranTurismo is surprisingly big and fairly hefty too, at nearly 1900 kilograms, but that's par for this course.And remember that, since Ferrari and Maserati sit under the same ownership, the GT is planned to sit alongside and below the sports car brand with a little more comfort and family focus. Not that the Maserati is the sort of car for long-distance family trips.Next week, definitely, will be i20 time. And, seriously, I cannot wait.DRIVINGThe Maserati is a hoot. And relatively friends and family-friendly at the same time. It's never going to match a Kia Carnival for space with lots of kids, but it's a supercoupe you can actually use.We've tried the GranTurismo coupe in the past but this is the first time with the 4.7 V8 and supershift, a robotised manual change. So computers and gizmos can make it fully auto or you can take manual control.The Maserati comes with driver adjustable settings for the suspension, gearbox and even the exhaust note. The car always gives a raspy rev on start-up but gets seriously loud at full throttle, unless you touch the Sport button for loud all the time. It's not a nasty loud, either, but the sort of melodious V8 rumble most people love.The performance of the GT is solid and on tap all the time. The V8 is tuned for bottom-end thrust and it delivers at all speeds, especially for overtaking. The brakes are great and the suspension is surprisingly compliant. It's firm but not thumpy. The steering is heavy in Sport mode but fine on the basic setting.But... and here we go. The self-shift side of the gearbox is too slow and baulky unless you switch to Sport, and then it's still not as smooth as rival brands. Including Ferrari, with the double-clutch system in the latest California. It's fun as a full manual but I find it is still flawed and not as commuter friendly as a full auto.The seats don't fit me at all, with far too much lumbar push and not enough side support; it's hard to fit a child seat in the back, and the electronics don't want to help with mirror adjustments or setting the seats but still leaving enough space to get people in and out of the back.Still, there's a sense of occasion when you drive the Maserati and that's what makes it so special. It's not my favourite but it's a serious class contender and better than any Maserati I've driven in the past.SHE SAYS Alison WardIf only this car wasn't so expensive... I think it is fabulous. It may not be a Ferrari with its sports car handling and showmanship, but what it lacks there - by only by a little when I'm driving - it makes up for in practicality. I am a lover of cars that you can share with your mates. Solo driving in shopping carts is all very well, but you can't strike up much chatter with your groceries.So the Maserati not only accommodates you and three passengers, but it does it comfortably and with superb style and sophisticated technology.I love the sounds of this car. It can be the exhaust bark while burning down my street, the awesome audio system or the leather trim moving under your rear. It just fits a small pram in the boot, which is surprisingly big for the type of vehicle. I find getting the toddler in and out a breeze thanks to the automatic seats, too.But I feel duped that a rear camera isn't installed as its almost a given in most models of this price tag. This car is the family car we all dream about but with the class only a few can afford. It's a pity really...THE BOTTOM LINE: A very special drive with that special Italian flair.MASERATI GRANTURISMO - AutomaticPrice: $318,500Engine: 4.7-litre v8Power: 323kw at 7000 revsTorque: 490nm at 4750 revsTransmission: robotised six-speed manual, rear-wheel driveBody: two-door coupeSeats: fourDimensions: length 4881mm, width 1915mm, height 1353mmWheelbase: 2942mm, tracks front/rear 1586mm/1590mmSteering: rack-and-pinion power steeringSuspension: fully independent with front and rear wishbones and coil springsFuel tank and type: 86 litres, premium unleadedFuel consumption: 16.6l/100km combinedWeight: 1880kgSpare tyre: space-saverBrakes: anti-skid all-round discsWheels and tyres: 20-inch alloys, 245x35 front, 285x35 rearSafety: dual front/side/curtain airbags, electronic stability & traction control, anti-skid brakes, brake assistCo2 emissions: 168g/km.

HOW do luxury brands survive a downturn as severe as the GFC? For some, the global appetite for their models was cut in half and that's the sort of diet that could imperil any manufacturing operation, let alone one with biblically long lead times, the overheads of a small nation and customers it knows by name.So far, though, the casualties have all been bread-and-butter brands. They include Pontiac, which was GM's blue singlet badge, and Saturn, which was its attempt to repel the Japanese small car invasion.All told, the clean-out at GM cut its portfolio from eight badges to four, but the sweepers have been much less vigorous in Europe. The closest thing to a fatality has been GM cast-off Saab, whose heart stopped beating long enough for it to sustain permanent damage. It remains to be seen if tiny, independent Dutch sportscar maker Spyker can supply enough voltage to keep Saab on life support.Most luxury brands enjoy more shelter than that, under the aegis of global car groups with the resources to ride out a storm. Volkswagen has a handful of trumps with Bugatti, Bentley, Lamborghini, Porsche and Audi. It's unlikely to let any of these perish just because of a recession or two.The Fiat group, meanwhile, has the same number of brands as pre-bankruptcy GM, including three among the premium ranks. For Fiat, relinquishing either Ferrari or Maserati would be like losing an arm, and it's going into overdrive to keep a pulse going at Alfa Romeo.But there's more to it than that. The further up the luxury scale you go, the more the GFC was a case of “let me eat cake''. At the super-rich end of the market, Rolls-Royce and Ferrari sales suffered comparatively slightly -- down 17 per cent and 6 per cent respectively.Even allowing for the long waiting lists at this level, which provide a cushion against economic swings, the difference between Ferrari and brands just one rung below on the price ladder is marked. Aston Martin, Bentley and Maserati all slipped 40 per cent or more last year -- 49 per cent in the case of Maserati.Within the Fiat group, Maserati comes a distinct second to Ferrari in the brand hierarchy although it benefits from the association by, for example, running Prancing Horse engines in its cars. No small part of the appeal of Maseratis is that they dance to an eight-cylinder Ferrari tune.But there's a price to be paid. Since becoming part of Fiat, Maserati has also had to learn not to tread on Ferrari's feet. It must make models that complement what Ferrari is doing, rather than compete. To achieve this, the Trident badge has had to abandon some of its historic sporting aspirations and target buyers who want their luxury wheels to have as much elegance and practicality as pace. If Ferrari is a bullet-train, Maserati has to be the Orient Express.With the launch of the Maserati GranCabrio last week, this two-brand jigsaw puzzle is finished -- for the time being, at least. This convertible completes a three-model line-up for Maserati that includes the Quattroporte sedan and GranTurismo coupe, and nearly a decade of brand realignment. Its next model will be a mid-size sedan due in three years, and Ferrari definitely won't be making one of those.Maserati believes the GranCabrio will attract new customers and it will need to, because it has never made anything like this before. It built smaller and racier two-seat convertibles in the past -- the last was the Gransport Spyder, discontinued four years ago -- but not any more. That's Ferrari territory.Like its siblings, the GranCabrio is a large car -- longer than any rival, apparently -- with the clear goal of providing four open-air seats that can all accommodate adults. Here it succeeds, although it's as well to remember that when a carmaker describes a convertible as a full four-seater, it's using a different system of measurement from the one it applies to sedans.If there's a practical downside to the GranCabrio it's the boot, which is tiny. Maserati says it can swallow a set of golf clubs but, just in case, offers a bespoke set of luggage that fits perfectly . . . on the rear seats.A key part of the appeal of any convertible is the way it presents with the roof down, and the GranCabrio cabin is suitably plush, if a little traditional. Maserati says the leather and trims on offer mean there are nine million possible combinations for the finished result, although I suspect that 8.9 million of these would be indictable crimes against good taste.One small drawback for Australian buyers are zipped panels in the rear seats necessitated by the child seat fittings mandated in this market. The front seats power-slide forward to allow access to the rear, although the glacial rate at which they move would test anybody's patience. The roof folds more quickly.The GranCabrio, like most convertibles, needed engineering changes from the GranTurismo coupe to prevent it driving like a shoebox without a lid. Extra-thick widescreen pillars are one result while, with the roof up, the high rear window offers an excellent view of traffic about half a kilometre behind.Drivers will find the same scattergun logic to button placement as other Maseratis while the control screen, with its foggy logic and even foggier graphics, was clearly inspired by late-70s Nintendos.In terms of its overall shape, the GranCabrio is almost identical to the lovely Coke-bottle-on-steriods design of the GranTurismo coupe and it avoids some of the pitfalls of convertibles, such as an overly tall tail. It's a glamorous beast that draws plenty of stares.The roof is almost as thick as a fold-out mattress and offers good insulation against noise by convertible standards, with engine sound dominating. That's as it should be in a car like this -- and it gets even better with the roof down, when the 4.7-litre Ferrari V8 can show off its full vocal range. It whumps on downchanges and crackles on overrun while pushing it through to the 7200rpm redline is a sonic -- as well as dynamic -- thrill.The six-speed automatic is the right sort of transmission for this sort of car, but it could do with a little more finesse in its programming. It doesn't always make the right moves and reverts too quickly to D when the paddles are being used by the driver. Maserati will replace this unit with an eight-speeder in its next Quattroporte, which means if you can wait long enough it will be offered in this car, too.On the twisting roads of northern NSW last week, I used those paddles a lot. Sometimes just for the fun of it. There's a world of difference between this two-tonne look-at-me-mobile and a Ferrari, but some solid work on the chassis means it's possible to get plenty of enjoyment from the engine.It's certainly no slouch, stopping the clock at 5.3 seconds to 100km/h, and the car feels balanced with unwanted body movements kept well in check. So much so that through corners, some of the mass evaporates and it only betrays its true heft under brakes.The controls lack the precision of a dedicated sportscar but they get better as speed rises, when the lazy feel to the steering disappears. Keeping this much open-top metal on a tight rein requires fairly stiff suspension, which means chassis nuances are a bit remote, but not absent. Worse, the ride can feel too detailed and brittle on rough country roads, with shudders travelling right through the cabin to the rear-view mirror.That's a flaw that will be familiar to most convertible owners and Maserati's claims that the GranCabrio is as rigid as the best sound plausible, at least. The convertible owners who currently drive a BMW 6 Series, Mercedes-Benz SL or Porsche 911 are precisely the ones Maserati believes it can lure to the brand.It's hard to argue with the endless delights of a Ferrari engine at Maserati prices while it's impossible to argue with the brand's assertions of exclusivity. Last year, with 4489 buyers, it was about 2000 units more exclusive than Ferrari itself -- and 49 per cent more exclusive than it was the year before. Fiat is unlikely to let a brand with those sort of credentials expire.MASERATI GRANCABRIO - $338,000 plus on-road costsVehicle Four-seat convertibleEngine: 4.7-litre V8Outputs: 323kW at 7000rpm and 490Nm at 4750rpmTransmission: Six-speed automatic, rear-wheel drive

Maserati's GranCabrio is the first roof-down four-seater from the Italian maker. And, as to be expected, a fine piece of automotive art.It has a long, head-turning profile, best appreciated with the cloth top down. It is packed with leather and luxury, down to a stereo system that self-adjusts tones depending on roof position. It has 323kW of sporting V8 up front, mated to a clever six-speed transmission. All in all, it’s a most impressive, albeit expensive, package of poise and performance.Maserati has a fair heritage of open top sports cars, back to the beautiful Frua Spyder of 1950. But this is their first four-seater convertible. And the GranCabrio more than lives up to the heritage. It is a practical, elegant convertible with comfort and performance. It is capable of being caught in peak hour traffic without a grumble, capable of offering a spirited run through the mountains and happy to loaf down long motorway stretches in quiet comfort.Perhaps the boot is a bit small (but will take a set of golf clubs) and perhaps the back seat is no place for the tall with the roof up (though these seats reportedly accommodate 62.5 per cent of people).Here the GranCabrio, at $338,000, joins the GranTurismo and the Quattroporte to give Maserati a trio of prestige machines covering some high-flying territory. (The four-door Quattroporte is the best-selling Maserati of all times and the marque's brand awareness has risen 10 per cent in the past decade plus there's a new 'medium' sedan is somewhere around the corner to keep the flag flying.)The time was right for a little more Italian fashion, a little more look-at-me in the style of an open-top tourer. And 27 Australians and Kiwis have already signed up for this year's allocation of 45 of these machines.The payback is spirited performance, chassis balance and ride comfort (though there is sometimes a little chattering feedback from the front wheels). Plus the exclusive charm of a four-seat Italian convertible; said to be longest, roomiest in this class of exotic convertible.The 65kg roof can drop, when the weather's clear, in 28 seconds at up to 30 km/h.  Without the roof, top speed drops from 293km/h to 274km/h and the weight distribution changes from 49 per cent front and 51 per cent rear to 48 per cent front, 52 per cent rear.Top up or down the Maserati is a well-balanced car. There is nice weight to the steering and, for a fairly big car weighing in at 1980kg, the GranCabrio is easy to place on a tight mountain road. Handy here is the rear grip and the eagerness of the 4.7 litre V8 to work up to its 323kW and 490Nm of torque at 4750rpm through the six-speed auto transmission.There are steering-wheel column mounted paddles for shifting through sports ratios, handy for down changing, whether out for a harder run or just impressing city pedestrians. The Italian's aurals are as sweet as anything out there and a Sport buton rempas gearbox, engine and suspension details for even harder growl and go.The cabin is, naturally, packed with convenience, comfort, luxury and safety... right down to integrated pop-up roll bars (with sharp pin to break the rear glass) in the event of a major accident.There is all the best in navigation systems, information and entertainment systems. There are choices galore in leather trim colours and highlights, there is an airconditioning system which quietly adjusts a pre-set temperatures to a closed or open cabin.For maximum effect the Maserati's top will be down, listening to that V8... and watching the watchers.Check out Keith Didham's review of the Maserati GranCabrio.

Move over Mercedes-Benz, backpeddle BMW, and just get out of the way Jaguar. The new Masser is about to hit town and it wants its day in the sun.  The tops are off and let the boulevard battle begin.This is the new and very stunning — Maserati GranCabrio, the open-top version of the potent GranTurismo coupe, which goes on sale in Australia in April for $338,000. That's $19,500 premium over the hardtop but that hasn't deterred 20 buyers who have already put their hand up for one. And numbers will be limited. Australia's allocation for the year is just 43 cars.Maserati has had cabriolets before, but the Spyders have all been two seaters. This is the brand's first four-seater and it's aimed directly at the American market Maserati gambling its prestigious brand combined with the extra seating capacity will prove a marketing winner.In Australia, true four-seaters, as against two plus two, are thin on the ground but Maserati is up against models from Benz, BMW and Jaguar for the up-market ‘fun in the sun’ dollar.  Maserati is counting on pulling power of the cabrio — the third model in its lineup behind the coupe and Quattroporte sedan — to drive it out of the global financial crisis to add even more sex appeal to the famous Italian brand.It does so in spades. This is adult-rated car porn; a cabrio to lust for. A car that should equally appeal to both sexes but for different reasons.It has performance, and it has style.  But the cabrio nearly didn't make it to market so early in 2010. Maserati's marketing director Massimo Farao hinted to Carsguide that the company, which has been regaining ground after years of financial losses, had considered stalling the launch because of the worldwide economic crisis."Sure we looked at it (delaying the launch) but decided to go ahead and introduce this new model. The global situation had a very serious impact on our markets but, with careful planning, we finished the year in the black. It was the right decision; the GranCabrio adds a third model alongside the Quattroporte and the GT to round out our lineup," he says.While it may seem an easy task to create the GranCabrio by simply chopping the roof off the Turismo, Farao says the task was not that simple. "We had to do a lot of work to strengthen the car because the cabin is so long," he says. "We did a lot of strengthening around the sills and under the car and we kept the weight difference (over the coupe) down to less than 100kg, which if you look at our rivals is a remarkable achievement."Defying modern trends, Maserati opted for a three-layered fabric roof instead of a folding metal lid, although the mechanism itself is very similar to that used by Ferrari in its California. The decision Farao says was made on tradition, style and practicalities. The soft roof allows for proper four seats and luggage space, albeit it's limited. Opening and closing the top can be done on the move up to 30km/h, taking 20 seconds plus another eight seconds to open or close the windows.The GranCabrio shares all of the underpinnings of the coupe, including the 4.7-litre V8 (323kW/490Nm) from the GT-S version and the six-speed ZF transmission from base model GT. It misses out on Maserati's lightening quick electro-actuated semi-automatic gearbox which can make gear changes in just 100 milliseconds. It's a safe bet however the high performance gearbox will feature in an S version of the cabrio which is believed to be under development and due in a year's time.And like the Turismo there is a downside: the V8 engine is thirsty at 23.9l/100km in the city and averaging 15.4l/100km (combined cycle) for a mix of urban and highway running. Nor is it clean and green, producing 358g of CO2 per kilometre. It's an area Maserati says is working on to improve for the next generation of cars, expected after 2012.While the lighter coupe is quicker over the standing 100km/h dash at 4.9 seconds and has a top speed of 295km/h, the cabrio shouldn't belittled. It's only marginally slower, at 5.3 seconds to 100km/h, and tops out at 283km/h with the roof closed and 274km/h with it open.At 2942mm, the new Maserati has one of the longest wheelbases on the market and uses the space to provide a luxurious Italian leather-bound. But it's not all good news. While Maserati says you can get two sets of golf clubs in the boot, the luggage space is compromised by the folding rag top. The same top severely reduces visibility to the rear quarter and rear headroom is going to be tight for anyone over 6ft.The cabrio's sensuous styling with its sleek profile is all thanks to Pininfarina, while Maserati also worked with Bose to design the audio system, tailored for open air driving.This cabrio also comes packed with safety features including multiple airbags, traction and stability control, the latest generation of anti-lock brakes with brake assist and a patented rollover protection system the hoops are electronically fired in less than 190 milliseconds. There's also an elaborate alarm system designed to deter thieves from pinching items from the cabin if the roof is down.Who would be mad enough to launch a cabriolet in winter. The Italians, who want their new model ready for summer, that's who.  To set the picture: The first snowstorm in 25 years blankets Rome as it spreads across Europe. Blocked roads, cancelled flights, stranded passengers sleeping at airports, chaos on the cobblestoned streets, Romans building miniature snowmen on the backs of their scooters. It's beak and freezing and we can't drive the car.The Maserati team take it on the chin. "Hey, we have built a beautiful car for summer," one quipped. And they have.  The following day it takes me exactly 11 seconds to make my mind up about that. That's the time it takes to circle the boulevard cruiser. That's twice as long as it takes for the cabrio to hit 100km/h from a standing start.Hey, this is supposed to be a cruiser not a bruiser, but a zero to 100km/h sprint time of 5.3 seconds for a car which weighs in just under two tonnes says Maserati means business. This is no show pony and the ride and handling show Maserati's development work in producing a car which soaks up the bumps but also allows flat cornering has worked a treat.Despite its stunning looks, there is no hiding the fact the GranCabrio is a big lump of a car. This is a high flying four seater first class lounge on wheels. But any cabrio is always going to be a compromise. Removing the roof creates enormous engineering problems to maintain rigidity, while storage of the folding room is going to rob luggage space. But Maserati has done a good job here.The rear pews are tight but comfortable and there is some boot space which is a bonus and there's little in the way of buffeting indeed the cabrio is so well protected the optional wind blocker is not needed..  The GranCabrio is two cars in one. Left in its normal settings it is a very capable cruiser. Push the sport button next to the steering wheel and it's a whole new ball game.Sport means the suspension becomes stiffer, the gear changes are quicker and, beyond 3000rpm, the V8 get a much deeper and louder note thanks to a small gate being opened in the exhaust which allows a free flow of gases, partly bypassing the muffler.  The engine note is nothing short of breathtaking.Deep, sonorous, sexy and mind-blowing with the roof down.  Like it. No. I'm in love with it.

Price no object, what car would you buy? A Ferrari, a Lambo, a Roller, perhaps a Bentley? In my case, Maserati's stunning Gran Turismo S auto would be on a very short list if I had around $330,000 to spend. Yes, the automatic.A work of automotive art, the Pininfarina-styled Gran Turismo (GT) exudes an aura of power and class, of controlled aggression. There's even a hint of American muscle car about its flanks.The superb, flowing exterior lines are matched by a high standard of craftsmanship inside and out from the people who build it, and that too is matched by the quality of the components used — nothing but the best.The Maser GT is a true GT in that it's an imposing long distance coupe with seats for four, supersports performance and handling and the luxury accoutrements you'd expect in a limousine.It adds up to a hefty 1880kg weight but with the 4.7-litre V8 engine up front kicking out 323Kw/490Nm, urge is not an issue here. It puts away a 0-100kmh sprint in 5.0 seconds neat and generates a stirring V8 burble/blatt into the bargain.The naturally aspirated engine features variable inlet valve timing and has a redline of 7250rpm. The thing to note here is the six-speed ZF auto is calibrated to change up at redline thereby contributing to the GT's performance potential. Most autos run out of legs well before redline. It also has Ferrari-style paddle shift levers on the steering column and multi modes to change how it swaps cogs.The suspension is a version of the electronically controlled “Skyhook” system and is adaptive to certain inputs from the road, driver and car itself. Push the Sport button on the dash and it goes into attack mode which allows the big coupe to be driven spiritedly on demanding roads.On test, the level of enjoyment driving this car was as high as just about anything else we have driven including real hotrods like the new Nissan GTR and German uber-cars— BMW's M3, Benz's C63AMG and Audi's RS4/6.Not as outright quick, the big Maser is a deft hand in the tight stuff and gets on the boil really fast. The engine howls up to redline willingly and the big coupe's dynamics are right up to the task, even the brakes but then it does roll on 20-inch rubber of extreme proportions. This is all aided and abetted by the slick changing transmission that wills you to use the paddles and not just leave it in D.There's plenty of kit inside the Poltrona Frau leather-clad interior — 3D satnav, electric seats, Bose audio, Bluetooth. And it's styled to match the stunning exterior — certainly as appealing as other high-end stuff, some of which costs plenty more.Befitting a true GT is the 86-litre tank that saps a bit of boot space but there's still enough for a couple of medium size bags. No spare is supplied — it's a tyre inflation kit for the Maser GT. Fuel consumption hovers around the 15-litres/100km mark so there's plenty of range available.It has a low front that can be problematic on driveways and there's a long stretch for the seat belts. Rear seat room is surprisingly generous — even for an adult. The GT attracts admiring looks wherever it goes and the attention is certainly justified. Sensible but awesome, sexy and svelte, this car is a piece of work. It looks a million bucks from any angle and backs up the eye candy with performance that may startle.

Rain deluges the northern Italian plains slowing even the autostrada, so the three Maseratis take to the hills, roaring onwards into the Apennines and ever upwards through the grey cloud curtain.Braking hard into and punching assertively out of the endless succession of second gear corners carved into the mountainside, the Trident-badged missiles finally roar into the pale late autumn sunlight that bathes the uppermost of the tiny hamlets studded on these green peaks.Oh, such sweet music these Masers make, each V8 singing in a different state of tune, but very much from the same songbook. Taking lead tenor is the recently-released (or unleashed) GranTurismo S whose aural report is but one reason to wonder if you really need to graduate to Ferrari - not least because the Maranello-sourced engine has been trained to an operatic pitch by Modena's acoustic engineers.The visual impression is every bit as empathetic. Already one of the world's most beautiful cars, the GranTurismo appears positively sinister in S guise, a dark metallic predator that looms out of the cloud bank for a moment and promptly vanishes. Its sonic register is always audible as every one of the available 331kW and 510Nm are called upon in this superbly executed 4.7-litre combination of sky high revability and low down twist.“When we design an engine we want it to have a very male sound,” says Maserati product development manager Benedetto Orvietani, smiling ruefully at the incorrectness, but absolute desirability, of this. “It is important for car to have the right voice.”But this piece of auto erotic is mainly here to provide context. In less emphatic, but scarcely less resonant voice than the luxury sports coupe, is the pair of luxury sport sedans that are our main objects of interest today; the mildly revised Quattroporte and the new Quattroporte S.The now five-year-old base model - if one priced from $286,000 can be so defined - retains the highly-adapted and wholly simpatico ZF automatic transmission. It gains LED lights and literally brilliant Xenon lamps which that night will distinguish the car from hundreds of metres back on a storm beset autostrada.Cosmetically the interior wood and leather trim is somehow even more opulent. The trademark clock is present and correct. The tactility of this magnificent cabin is such that fingertip pleasing strips of material are laid behind the chrome gearshift levers.Against that the satellite navigation systems remains enigmatic to put it politely. In all, the enhancements are of the sort likely to be appreciated by Maserati aficionados without dismaying current owners.In that vein there's no outward indication of any sort that the $323,800 Quattroporte S is in any manner worthy of a premium over its lesser sibling sufficient to buy a new Golf GTI. Only on the road does its worth become (abundantly) evident.By no means though can the lesser car's 295kW/460Nm 4.2-litrre V8 be considered an underperformer. The version that reinvented and reinvigorated the marque remains an absolutely no apologies required and altogether more stylishly Italian alternative to comparatively ubiquitous Germans.Remarkably unremarkable in urban deployment (“You can take it to the supermarket,” suggests Orvietani) it's almost unfeasibly entertaining on the tight, treacherously slick surfaces on were pedaling with some abandon. Unfeasible because despite being nearly two tonnes unladen and giving away a significant output deficit, it does a job of keeping the GT-S in sight.The Pirelli Rossos for which the suspension is specifically tuned exert exceptional grip in these intimidating circumstances. The Quattroporte's sport mode is among the more meaningful weve encountered, containing this hefty four-doors natural propensity to body movement under duress like an electronic corset and allowing full enjoyment of the near ideal weight distribution.Yet as pleasing as it is in isolation, there's no doubt that what must now be called the entry-level Maserati is labouring to do what the Quattroporte S is taking in its stride. The absence of readily accessible torque means were not often out of second gear here, and so the slightly slower car is the first of the three to see a petrol warning light.It's also the first to run out of brakes. Never the Quattroporte's strength, the required anchor abuse all too soon sees the stop pedal in perilous proximity to the floor. Not something to cause concern in normal running, but a glaring defect when compared to the S model with its unperturbed Brembo six-piston dual cast discs.Yet the ability to stop resolutely and consistently is the least impressive aspect of Maseratis range topping sedan. While it shares the equivalent S coupe's bored out 4.7-litre capacity, the 317kW/490Nm output is not the equal of the two door. For that matter it's not significantly greater than the lesser four-door and at a claimed 5.4 seconds to 100km/h from standing it's a bare two-tenths quicker.The Quattroporte S proves, however, that it's not so much a matter of what you've got as what you do with it. Whereas the base sedan (and coupe) wants for a bottom end, the S model summons some 82 per cent of its torque total from 2500rpm and revs for a further five grand.This more obtainable oomph makes it all the easier with which to live. “The engine,” Orvietano tells us, “has reached its best configuration.”Indeed the Quattroporte S entails the best of Maserati's two model world, approximating the attack of the GT-S while affording the facility and comparative discretion of the saloon.As to how it could be further developed, Orvietano says “there's no technical reason” why Maserati should not emulate Ferrari in climbing aboard the twin-clutch transmission bandwagon. And while he deflected with much charm questions as to an AMG-fighting Quattroporte, a member of our party saw two test variants in duct-taped disguise howling through the pre-dawn near Modena.Such a thing would, of course, be wasted in the 19th century road conditions and attitudes that prevail in our wide, bland land. So is, to a too great an extent, the Quattroporte S. But surely it's churlish to quibble with a car that's both more efficient and ferocious than the base model.Of course, you can always order one of the latter and use the $40K premium towards relocating to Italy, where there is a silver lining on even the cloudiest driving day. 

Actions speak louder than words and when we took the GranTurismo away for a weekend, we found it had a way of dominating proceedings.Everybody wanted to know what it was, how much it cost and whether they could have their photo taken with the car _ whether they were interested in cars or not.And they wanted to know how long we'd had it?I wish . . .I'd expected the questions and had come prepared.Suffice to say the big `Maser' has a mystique that extends beyond the bounds of mere metal, a car that commands attention wherever it goes _ some welcome, some not so welcome.More than just a car, it's the ultimate male fashion accessory _ a piece of automotive exotica that's going to make you look and feel like a million dollars.At more than $300,000 the GranTurismo is not the most expensive car that Maserati sells here, but we'd have no hesitation in adding that it's the best looking of the bunch.Gone is the droopy, retro, overly round styling that marked previous models, along with that awkward looking rear end, replaced by a long sleek coupe with classic sports car lines.The two door, four-seat coupe replaces the previous GranSport, but sits on the longer Quattroporte platform.Measuring 4881mm and weighing in at a hefty 1880kg, the oh so long bonnet hides a 4.2-litre Ferrari V8 that pumps out 298kW of power and 460Nm of torque, revving out to 7250rpm.The engine is a derivative of that in the Ferrari F430 and is teamed with a ZF six-speed automatic transmission that allows the driver to change gears manually.The main difference between the two engines is that the Maserati unit has a wet sump and produces more torque.Despite its obvious bulk the GranTurismo can dispatch the dash from 0-100km/h in just 5.2 seconds and on to a lofty top speed of 285km/h.Punch the throttle and the throaty V8 roars to life, the rear hunkers down and the car squirms before launching regardless of the electronics.We've driven faster, but none with more style than this thoroughbred.The driver can choose between manual, sport auto or fully automatic gears changes, with no need to chase the padded paddle shifts around the steering wheel as they are fixed to the steering column.Pushing the sport button activates a more aggressive change pattern, as well as altering the suspension and stability control settings.We were surprised to find however that the transmission still changes up automatically when redline is reached, even in full manual mode.The auto is said to be even quicker than Ferrari's and so much more enjoyable than the horrendous robotised manual offered previously.Rather than a hard-edged sports machine, the GranTurismo is more of a big luxurious cruiser, with plenty of power on tap for the odd squirt.Out on the open highway it laps up the miles, but a firm foot is required on the throttle or you could find the pace dropping off.Fuel consumption from the 86 litre tank is rated at 14.3 litres/100km and it takes premium unleaded, preferably the good stuff.We were getting 14.7 over a 700km stint.The car's charcoal exterior did not prepare us for the gorgeous red leather interior.While contoured and comfortable, the seats were rather firm and so was the electronically modulated Skyhook suspension.Parking the car at fuel stops provided plenty of entertainment as wide-eyed country folk circled the vehicle for a better look, peering through the windows to get a better look inside.Doing the obligatory lap of the town centre never failed to attract attention either, as did parking it outside the pub.It's a difficult one to go past.I don't know why they bother fitting sound systems to cars like this, the note from the V8 is the all the accompaniment one needs.But if it does grate there's a 30GB hard drive based unit to store your songs, shared with the standard navigation system.Dropping down a couple of gears and pushing the car hard through long sweeping corners and a series of shorter switchbacks found plenty of grip from the 20inch wheels, fitted with 245 front and 285 35 rear 35 series rubber.But it can become unsettled and is not totally at home on our second rate back roads.The four pot Brembos provide solid braking, but some bigger units would be nice.We were loathe to take the car on any dirt roads as the low profile tyres are prone to puncture and there is no spare tyre, just a puncture repair kit to reinflate the damaged tyre _ a space saver is optional.Getting in and out of the deep set back seats can be challenging and rear legroom is not generous.The front seats slide forward electrically to provide access.The boot is on the small side but can still hold a couple of bags.All in all this is a much more refined mainstream car than previous models.But why not just buy a Ferrari, we wondered?Price is one obvious reason and the fact they appeal to two very different kinds of buyers.Even at $306,750 plus onroads, the GranTurismo is still 127 grand less than the cheapest Ferrari.Style is another reason, because the GranTurismo is a true GT tourer with seating for four people.And after all, it's all about style.

Maserati is pushing its financial fortunes to a higher level thanks, in part, to a bigger engine.Profits have alluded the company for about 15 years and its financial history includes five bankruptcies.Now, after starting out in Bologna in 1913 headed by four brothers and then being owned variously by Citroen, de Tomasa and Ferrari, the company is a fully-owned division of Fiat.Getting back on track is attributed to Fiat demands for a leaner Maserati.This year it will make only four models based on two cars, though it adds a third car late next year.It fits two engines - a 4.2 and the new 4.7-litre V8s - and two gearboxes - a ZF six-speed auto and a “robotised” six-speed semi-auto.The GranSport has been dropped and the vastly superior GranTurismo takes its place. Now the Quattroporte (literally, four door) gets upgraded after five years on the market.The new Quattroporte offers two models - the continuation of the 4.2-litre V8 with the ZF gearbox - and a high performance 4.7-litre V8 that will be called the “S” and that takes the engine from the GranTurismo.The Quattroporte S goes on sale for about $320,000 in October.Styling changes are led by a vertical-slat grille that looks more purposeful and aggressive than the tea-strainer design of the current version. This grille is based on that fitted to the first Pininfarina-designed Maserati, the A6 GCS of 1953.The touch of Pininfarina is pertinent given that one-time Maserati owner, Ferrari, refused to allow Maserati access to this designer. The Quattroporte was the first Maserati by Pininfarina since the A6.The latest Quattroporte adds a new bootline with bolder lights that use LED technology (there are 64 LEDs across the back and 20 across the front as indicators), bigger wheels starting at 19-inch as standard and remodelled side skirts. Even the cabin is fresher and boasts a more ergonomic centre console.The equipment level is exhaustive though the company will let you choose from thousands of leather, wood and colour combinations.Which is all very nice but it's not what we're here for. The stand out feature is the 4.7-litre V8 that has been borrowed from the two-door coupe, the GranTurismo S.Maserati has retuned - some say, detuned - the engine for 317kW and 490Nm of torque.The GranTurismo S gets 323kW and 490Nm.For the saloon, the 4.7 has been modified to flatten out its low to mid-range torque delivery that polishes out any low-speed weakness and gearbox abruptness.It is enough to push the Quattroporte to 100km/h from rest in 5.4 seconds which is commendable for any coupe and startling for a sedan that weighs 2-tonnes.Unlike the GranTurismo S which has a new semi-auto transmission - one that's vastly improved over the first generation box - the saloon gets the same six-speed ZF automatic as the lesser 4.2-litre version.That makes it quiet, smooth and more importantly to the well-heeled who will get behind the wheel, dead easy to drive.But it doesn't make it very fuel efficient. The company claims the S model will average 15.7 litres/100km, up 1.0 l/100km on the 4.2, while CO2 emissions are 20 grams/km more at 365g/km.Maserati's Australian importer Ateco plans to sell 220 cars this year with about 80 being Quattroportes. Of that, about 55 - or about 60 per cent - are forecast to be the 4.7-litre version.The S model is expected to be about $320,000 while the 4.2-litre version will sit under $300,000.Put a 317kW engine in a two-tonne saloon and you'd hope for reasonable performance.But the Quattroporte surprises with a real lust for performance.In a straight line it wil knock the socks off a lot of rivals. It will outrun the BMW 750L and Audi A8L to 100km/h and stay alongside the Mercedes-Benz S500. The only one in its class that will beat it is the Jaguar XJ8 - it weighs 280kg less - and then only by 0.1 seconds.But where the Quattroporte really comes alive is through the bends.When the road twists tighter and the camber goes offside and it starts to rain as the road narrows and becomes rutted, this big four-door comes into its own.There is barely no understeer so the Quattroporte revels in being pushed hard and close into corners. The engine is set behind the front axle line so its responds instantly to incremental changes to the leather-wrapped steering wheel. There is also two suspension modes - standard and Sport - to suit driver and road conditions.The brakes are stunning - diametric metals of steel discs with alloy centres that have been melded when liquid - in power and amazing in their fade-free characteristics. Repeated jabs and longer pressure periods through northern Italian mountains showed no fade.What the colourful brochures fail to convey is the serenity in which it's all delivered.There's the comfort of soft leather and the insulation that bares all noise except the muted throaty roar from the four exhaust pipes.Maserati has greatly improved the dashboard by using a similar centre console of the GranTurismo.But though it all looks wonderful, there are some annoyances.Many of the push-button controls are hidden behind the spokes of the steering wheel. Personal storage space is good, though has room for improvement.The boot is small and there's no room for a full-size spare. Some versions, in fact, get no spare at all.But even in its home country, Maserati is looked upon in awe.It will glide through a city and passers-by will still gawk. Cruise the country and people wave.It may have been decades from dicing with Ferrari on the racetrack but Maserati proves it still carries a powerful allure.

The aural sensation of the operatically roaring Ferrari-derived V8 is but one way in which this $300,000 piece of Pininfarina sculpture transcends all misery.We first drove it just on a year ago on the international launch through the Italian Alps, an environment which is germane in the same way this one isn't.The roads there are as smooth as ours are cratered and crumbling. Highway speed is limited by conditions and ability not restricted to a rate guaranteed to induce sleep. Overtaking lanes are occupied not by oblivious zombies a la the M5, but by overtaking vehicles. In a word, paradise — one in which this grandiose tourer can be given its full range of expression.Deploying it in our Third World conditions would surely be akin to tethering a stallion to a plough. In a dynamic sense, that is sadly true. Aside from the odd furtive burst of acceleration and gratuitously unnecessary downchanges just to thrill to that bent eight rip, you get to enjoy about one third of the GranTurismo's dynamic capability.But where so many exotics and performance deities are just flat out wasted here, the Maser's sheer aesthetic presence is transcendent. Just look at it.Confronting though the scarlet interior of our loan car was, nine other shades of quality cow hide can be specified to complement 19 exterior hues and even five choices of brake calliper colour.The GranTurismo is $50K up on the ageing GranSport but feels and looks double that. The former's rear seats are more than expensively upholstered luggage racks; they'll hold two adults in tolerable comfort with 260 litres of luggage space behind them.Captivating on the outside (and curiosity of an intrusive extent is a non-optional GranTurismo extra), what lies within is worthy of almost equal attention. The flat-on steering wheel is something of an object in itself; only the freakishly built could fail to find the optimum position from which to grapple with it and the chrome shifting levers.Most of all, the GranTurismo benefits from the same highly adapted six-speed ZF automatic transmission of the Quattroporte Sedan, on which platform the coupe is based. When in Sport mode, the ZF is functionally almost as quick as the GranSport's abrupt clutch pedaless manual, but with the vast advantage of a Drive mode that works as such, not as a stuttering compromise.The auto is better almost all of the time and far better suited to the grand touring remit. Consuming the kilometres with grace is what this Maserati is all about. While Drive mode suffices for the urban crawl, stabbing the Sport button is all but irresistible — gears are held longer, throttle response is enhanced and so too is the engine's already rich timbre. A high-quality sound system is fitted, but who has ears left for that?Sport's transformation over normal mode is made complete by Skyhook adaptive suspension whose automatically and continuous damping ensures the forces generated by the car's 1880kg kerb weight go to where they count during cornering.The GranTurismo is indeed a big unit but, come those few occasions you'll find to exploit it without fear of reprimand, it turns in with a fluidity that makes cornering feel intuitive.Even with its hardly negligible 5.2 second 0-100km/h sprint time, there are any number of exotics and performance sleds that leave the Maser in their wake — or would if this land enjoyed autostradas and B-roads of Italian calibre. But we don't.The triumph of this, the world's most beautiful car, is to make you forget where you're driving it.

The car that helped power the back-to-black turnaround at Maserati is now even quicker.The Gran Tourismo has grown an S badge and more muscle to become a boulevard cruiser with a sinister character just waiting for a winding road to explore.The GT was originally developed in only 18 months but has been so successful, alongside the luxury Quattroporte, that it is a crucial part of a plan to lift sales from 8500 to 15,000 cars within five or six years.Maserati cannot keep up with world-wide orders – 1700 customers are still waiting for their cars to be built – but that has not stopped the GT-S from going ahead.The order books are already open in Australia, even though deliveries will not start until early next year.Local importer European Automotive Imports expects to sell 60 next year, along with 120 each of the standard GT and the Quattroporte, even though the price – about $330,000 – will be $30,000 more than the existing model's.The stunningly beautiful four-seater GT-S shares the same DNA as the Alfa 8C Competizione, which we don't get in Australia because it is built in left-hand drive only and shares mechanical components with Ferrari.The standard Gran Turismo is a knockout grand tourer, but the S adds fiery spice to the equation.And what does the S stand for? Maserati says Sport, but it could also stand for spectacular, sensational or sexy. Take your pick, all three apply.But it will take a Maserati train-spotter to pick the changes to the S over the standard GT from a distance.The only clues are the bolder grille, darkened headlights, side skirts, twin oval exhaust pipes and dark 20-inch alloy wheels.Inside are new, body-hugging sports seats.And, the car being at the high end of Italian design, buyers can choose from a range of interior colours.The big change is under the muscular bonnet. The standard GT's 4.2-litre V8, which is supplied by Ferrari, has been massaged in the GT-S to 4.5-litres, with a gain in power from 298 to 323kW at a lofty 7000 revs. Torque is up from 460 to 490Nm at 4750 revs.On the road, the power gain has lowered the 0-100km/h sprint from 5.2 seconds to 4.9 — and a claimed top of 295km/h (up 10km/h) makes it the fastest Maserati in production.That's an impressive set of figures for a car that weighs more than two tonnes when fuelled and carrying two people.To take full advantage of the lift in performance, Maserati swapped the Turismo's six-speed ZF auto gearbox for its in-house designed, electro-actuated semi-automatic box. Shifting is done by large paddles either side of the steering wheel.This smart six-speed transmission is essentially three gearboxes in one, and all three subtly change the character of the car on the road.The new robotised MC (Maserati Corsa) gearbox has been moved from the front to between the rear wheels for better weight distribution of 53 per cent to the rear and 47 per cent to the front.Providing certain criteria are met, the MC system pre-engages the next gear so gear engagement is made in 40 milliseconds and the entire gear change is completed in 100 milliseconds — substantially faster than a driver can move a traditional gear stick. On the roadI reckon Maserati has missed a golden chance to promote theGT-S. It should have recorded the deep-set V8 engine growl and sold it to mobile-phone users as a ring tone.The sound from the twin exhausts is reasonably restrained and neighbourhood friendly in normal mode, but select manual sports mode and most of the exhaust gas is rerouted to bypass the muffler.The GT-S comes alive, aggressive and loud. The wonderful exhaust note, complete with a howling bark and cackle on down-changing and over-run, is magic, especially when amplified in the narrow streets of Modena.The new semi-auto gearbox is so diverse it gives the car three distinct driving characteristics.You can leave it as a conventional full automatic, or a semi auto with the driver doing the changes via the steering wheel paddles (and changing the engine exhaust note). And you can go the full monty and have the added MC performance of super-quick changes in sports mode.Despite the gorgeous styling, there is no hiding the size of the GT-S, but getting two tonnes to 100km/h in less than five seconds is impressive. It reflects how well the torque is delivered, especially above 3200 revs.The bad news: fuel consumption is not impressive, even though Maserati has made an effort to make the engine more efficient. The Euro fuel figures are 21.6 litres/100km urban cycle, 10.0 litres/100km on the highway and 14 litres/100km for combined cycle.Nor is it a clean, green engine. It produces 330g/km of CO2.To put that in perspective, at least three cities in Germany are banning cars from city centres if they produce more than 160g/km of CO2.The conundrum for the GT-S engineers was to design a car that offers supercar performance with luxury car comfort.It's a marriage that works. Road-holding is exceptional and balanced. It sits wonderfully flat on the road and mid-corner acceleration produces little in the way of weight transfer, though the steering can be a little slow in the twisty stuff.As expected, the ride is firm — even on smooth European roads — but I will reserve judgment on the ride quality until it is tested on more familiar Aussie roads.Maserati says the main rivals for the GT-S will be the Porsche 911 Carrera S and the Aston Martin DB9.Is it good enough to beat them? Definitely. Snapshot Maserati GT-SPrice: $330,000Engine: 4.7-litre V8Power: 323kW at 7000 revsTorque: 490Nm at 4750 revsTransmission: MC-Shift electro-actuated six-speed gearboxPerformance: 0-100km/h in 4.9 seconds, top speed 295km/hEconomy: 25.2l/100km city, 11.3l/100km highway; 16.4l/100km combined (European figures)Emissions: 385g/km CO2