Maserati Reviews

Normally I'd wax lyrical about how this car will affect your senses, the aural music created by the quad exhaust pipes and the gravity forces affecting the driver's body through high-speed bends.Then there's the sumptuous leather cabin, the richness of the timber trim and the clarity of instruments, not to mention the new, full figure sexy body.But not this time.Because for the few times that I've previous driven a Maserati, this was the first time that nothing went wrong. And that is so remarkable that it almost rates above the driving experience. It didn't squeak or rattle. Nothing fell off. The doors opened with ease and the radio was audible. Yes, you'd expect that for near-on $300,000. But in previous models, you didn't get the Q-word.Quality, it seems, was a bit thin on the ground in the 1980s and 1990s.I remember a Maserati of the early 1980s that seemingly was assembled from a distance.So bad was the fit and finish it was highly likely that workers stood at some distance from the creeping production line and threw bits at it in the hope that some would stick.Another Maserati rattled so much the radio was useless, and another started losing weight mid-journey by jettisoning parts. Window winder, lower dashboard trim and something unidentifiable that dropped from under the dash were three that broke free on my small trip.Driving the latest GranTurismo could have been a journey back. But to my surprise, it wasn't. This new car — the latest Maserati and the one that could prise well-heeled enthusiasts out of their Ferraris, Lamborghinis and Astons — is simply beautiful to drive.Gone is that dreadfully clunky semi-automatic gearbox that marked the brand as painfully sporty.Now there's a silky-smooth ZF six-cog box. It even has shifters on the steering wheel if you simply must change gears yourself. The build finish is superb and only matched by the quality — there's that word in a Maserati article for the first time — of the materials.The dashboard is attractive and as easy to use as a Camry. Everything is laid out so neatly it not only defies historic Maserati trends, it is at odds with the Made-In-Italy badge.And it seats four adults. No kidding! A two-door coupe that fits two adults in the back. It was so novel that I tried it and even my 177cm frame was comfortable.The boot is accommodating enough to fit a golf bag, primarily because there's no spare tyre. There's an aerosol kit, so lots of luck.The simple fact is that the standard 20-inch wheels don't fit in the boot.Now that we've established that this one is going to stay together, let's take it for a punt.This is a big car. It's based on Maserati's four-door Quattroporte saloon with a margin snipped out of the wheelbase.So in the flesh it's a bulky car that sits quite high for a coupe and stretches far enough to need park sensors.It's also heavy and crests the 2-tonne mark with two occupants and fuel. Remember, this is primarily a GT and not a track racer.Countering all this is the Ferrari-sourced 4.2-litre V8 engine that despite its meaty power, is quite uninspiring.Sure, the exhaust pipes will bark and howl and the engine will make a muted mechanical gargle, but the auto gearbox softens the blow.In the old model the semi-auto would sound like a rabid dog gnashing its teeth centimetres from your face, so it felt fast. But the fact is it is fast. Maserati claims that the 100km/h sprint arrives in 5.2 seconds, which is Ferrari territory. The ride is surprisingly compliant and the cabin remains quiet. It's a very relaxed ride.The seats are supportive, the steering wheel falls easily to hand and the gauges simple and communicative. There's a premium audio system and a sat-nav system that doesn't need an electronic engineering degree to operate.The car's bulk will be invisible to drivers who stay on gazetted roads, though on closed roads the kilos are noticed.It can point and shoot corners with ease, though the brake pedal needs increasing pressure to slow it down. The steering is perfect for touring though in close quarters needs a few extra turns to make a tight corner.But I'm penny-pinching. This is a beautiful car and the surprise is that it's a Maserati.At last — a Maserati that looks as good as it's built.    SnapshotMaserati GranTurismoPrice: $292,800Engine: 4.2-litre, V8, quad-camPower: 295kW @ 7100rpmTorque: 460Nm @ 4750rpmAcceleration: 0-100km/h in 5.2 secondsFuel: premium, 86-litre tankEconomy: 14.3 litres/100km (claimed), 16.9 litres/100km (tested)CO2 emissions: 335g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential, paddle-shifters; rear-driveBrakes: 4-wheel 330mm vented, cross-drilled discs; ESC, ABS, EBD, traction control, brake assistTurning circle: 10.7mSuspension: double wishbone, coilsWheels: 20-inch alloyTyres: 245/35R20 (front); 285/35R20 (rear); no spareDimensions (MM): 4881 (l), 1847 (w), 1353 (h), 2942 (wheelbase)Weight: 1880kgWarranty: 3 year/unlimited km, roadside assistFor: Performance, comfort, driving easeAgainst: Visibility, no spare tyre 

In their infinite wisdom, Italians have had a fetish for fussy transmissions.Not just automatic or manual or straight up and down sequential deals; but these fiddly operations that don't do any of the aforementioned smoothly, quickly or with any degree of finesse.Alfa Romeo has been a classic example with its Q-system tranny.Convoluted they are and Maserati's automated manual DuoSelect system is a quirky affair not suited to everyone's tastes or needs.So it is to a warm welcome that Maserati has added a conventional sequential box to the biggest and most refined car in its streamlined range.Maserati's move to add the highly decorated ZF 6-speed automatic transmission to its cracking, great big Quattroporte saloon, which has used the DuoSelect system since the 2003 launch, was always going to be a masterstroke.The only challenge was that it needed reasonable engineering changes to the 4.2-litre V8 and the floorpan to install the ZF.This auto box is on the back of the engine at the front of the car as opposed to the manual's location longitudinally mounted on the rear differential.The engine has also switched from dry to wet sump lubrication.Well balanced yet sporty, the rear suspension also came in for a rejig.There is a slight shift in the weight distribution with a 49/51 front/rear split as opposed to the DuoSelect's 47/53.Torque has risen 9Nm to 460Nm, of which 75 per cent is available at 2500rpm while the power output of 295kW is reached at a howling 7000rpm.The Sport GT version, priced from $288,000, is dressed in 20-inch wheels with fatter and lower profile Pirelli P Zero tyres fitted at the rear than the front.This version has a split personality that is far from being frowned upon is welcome with open arms.In sports mode the engine sounds angrier, the dampers firm up, the revs rise and gears are held for longer. And you can pick gears on average a massive 35 per cent quicker than in normal mode. This is possible through a bit of tinkering with the electro-hydraulic transmission system's CPU.It is also louder and prouder,  the aural experience more than anything piques your senses and lifts the heart-rate.Use the giant paddles integrated on the sports steering wheel and in this guise the Quattroporte is a blast.Pressing the sport button, one of several in a vertical line on one side of the centre console screen, gives you instant attitude with the sound spewing out of the quad pipes going from a delightfully gruff rumble to a wilder, more manic tune in keeping with its Ferrari roots.On the road the ride is reasonably compliant although there is some compromise over harsher surfaces with the 20-inch wheels (standard with the Sport GT) hanging off each corner.This is but a blip to the overall package.For such a big car, the new Quattroporte with the ZF tranny steers and handles remarkably well.There is a nice balance to the weight of the tiller and it is fairly sharp, while the body remains composed with the active suspension, which Maserati famously calls Skyhook helping to keep a solid contact patch with the road.There are other driving settings to play with like normal, winter and ice but with the latter not conducive to Queensland and normal designed to be employed if you've lost the desire to be entertained, Sport was given a fair workout on this test.If you prefer everything to be less edgy, racy and not as primed, then normal mode does a nice job of giving you the performance and comfort to transport you and passengers to a fine Sicilian restaurant in cosseted luxury.There are enough safety systems to cope with the performance of this piece of Italian exotica with MSP stability and traction control and six airbags and massive brakes.And there is a fifth three-point seatbelt for the middle passenger in the rear seat.A gentle dab on the brakes gives you enormous confidence. These anchors are powerful and the pedal feel is finely modulated.The Quattroporte, like Bentley's similarly aspirational Flying Spur, offers a point of difference, to the traditional German large sedan crowd.What you don't get is a whole lot of boot space, which is compromised and what's more there is no spare to swallow up any room either, although there is a little bit of storage room underneath the floor.Officially the combined city/highway drinking rate of this Quattroporte is 14.7litres/100km. On travels between the Gold Coast and Brisbane in peak hour, our consumption was a little kinder, sitting at 12litres/100km.Some of the controls are a bit cumbersome but then again if you owned one for longer than a week you could probably operate switches and dials blindfolded.Maserati has evolved the Quattroporte, courtesy largely of the ZF box, into a fabulous package.The prediction is that the automatic will quickly account for 80 per cent of sales and after sampling this offering over 400km it is not hard to see why.It feels special, drives exceptionally well, has killer looks and sounds as commanding as an opera in Verona's famous Arena. The QP is not part of the mundane luxury crowd. That's what makes it such a hot package. SnapshotMaserati Quattroporte Sport GTPrice: $288,000Engine: 5 starsLoud and proud yet blissfully smoothTransmission: 4 starsThe 6-speed ZF is a winner, programmed to perfection with the Ferrari-sourced V8Handling: 4 starsMeaty steering and its nimbleness defies its aircraft-style carrier bulkSafety: 4 starsTicks all the boxes with a good dose of electronic brake, stability and suspension aids as well as six airbags.Value: 4 starsEasier to justify with its gorgeous styling and Ferrari engineering flavour than a German number which could have come off a limo fleet Tech specs Body: four-door saloonEngine: 4244cc 90-degree, quad cam 48-valves, wet sump V8Transmission: 6-speed ZF automatic/sequentialPower: 295kW @ 7000rpmTorque: 460Nm @ 4250rpmTyres: front - Pirelli P Zeros 245/35 ZR 20; rear - 285/30 ZR 20Dimensions (MM): 5052 (l), 1895 (w) 1438 (h) 3064 wheelbaseFuel consumption: 12l/100km (as tested)0-100KM/H: 5.6sVerdict for: Exquisite styling, fabulous powertrain, sharp handlingVerdict Against: Some of the onboard controls are a bit tedious, cramped boot.Overall rating: 4 starsHas a spirit that fuses red-blooded touring car performance with six-star pampered luxury 

Do not mistake this for a GranSport replacement. That was the message from Maserati this week as it launched what will surely prove to be the most beautiful new car of the year. The beguiling GranTurismo coupe will sit between the would-be Porsche 911-rivalling GranSport and the Quattroporte exotic/executive saloon.At least that's what Maserati says. Having experienced the versatility of this superb grand tourer in the Italian Alps, we'd say the newcomer upstages both. Its to-die-for design may belie it, but the newcomer is essentially a derivative of the saloon though with two fewer doors and 110kg less strain on the scales. Despite that it's a still thumping 1880kg.The GranTurismo also shares the saloon's drivetrain, namely the same delicious Ferrari-derived 4.2-litre V8 married to a six-speed ZF automatic transmission with sport mode and manual function via paddle shifters or the gearstick.Positioned as a rival for everything from Bentley's Continental GT, BMW's 650i, Jaguar's XKR and the Mercedes-Benz CL 500, the GranTurismo will be priced between $290,000-$300,000.The precise price will be announced when the Maser stops traffic at the Australian International Motor Show in Sydney in October.Local deliveries begin in the same month, most of the 2007 allocation having been pre-sold. Australian spec cars receive as standard 20-inch rims, Skyhook adaptive suspension, Bose upgraded stereo and comfort front seats.That operatic 295kW/460Nm V8 lacks low-down torque but gets the GranTurismo to 100km/h from standing in a claimed 5.2 seconds - a time which would necessitate use of the sport mode. Almost as impressively, the big GT can go from that speed to zero in 35m. The newcomer might not be intended to supplant the older coupe, but it's tough to imagine it not taking customers.Seating four adults in luxurious comfort, the GranTurismo is almost 4.9m long, with minimal overhangs on a wheelbase that's been reduced by 123cm from the Quattroporte, but retains a useful 260-litre boot capacity.Capable of relaxed and comfortable daily use, the coupe comes into its own when presented with a challenging road. It's a superbly balanced (weight distribution is 49:51) and confidence-inspiring handler.A bewildering array of cosmetic options, including 19 possible exterior colours, 10 shades of leather upholstery with various stitching and trim options (even the Brembo brakes come in a choice of five colours), ensure that no two GranSports will be precisely the same.Australia is Maserati's ninth-biggest market. The GranTurismo is expected to thrust local sales of the feted marque past 200 next year.    Snapshot Maserati GranturismoPrice: $290,000-$300,000 (est)Economy: 14.3L/100km combinedEngine: 4.2L V8, 295kW, 460Nm, 0-100km/h 5.2 secsVerdict: Weepingly beautiful, the GranTursimo is at home on the freeway and the B-road. 

It's not as though Italy won't do autos, such things are increasingly available in Alfa Romeos even in the ostensibly sporty Brera.It's more that Italians seem to regard slushers as an affront to what they believe fervently is their collective ability to drive like gods of the racetrack.That said, on the whole they make Australians look like the neophytes they are. Then there's the question of the auto's state of origin — the United States.The Italian attitude can be discerned in any car-hire establishment; in their boot-shaped peninsula wherein requests for auto are greeted with by a semi-sneering, eyes-rolled-towards-the-heavens: 'American transmission.'That the feted marque Maserati has fitted a torque converter auto to its flagship Quattroporte sedan and can be seen as a milestone.When the Quattroporte Automatica was presented to the world in Monaco earlier this year, the company suggested that this gambit was being made with women in mind.That's the sort of quaintly patronising candour that would get you hauled up before HR over here, never mind that it happens to be true.In fact, the move stems from Maserati's need to be seen as a genuine alternative to the top-end automated Teutons; (Automoteutons?) such as Mercedes-Benz's grandiloquent tourer, the CLS 63 AMG, and BMW's relentlessly capable but aesthetically appalling 7 Series.Until now, the seductive Masers have come with a 'Formula One-style' DuoSelect gearbox that, while having a Drive mode and no clutch pedal, could be a lurching, jerking and decidedly non-luxurious thing to drive.While the hardcore will cling zealously to these things, the overwhelming majority of new Quattroporte buyers will now tick the automatic box.Miscreants have chided that the six-speed unit used by Maserati is supplied by the firm ZF, who also make the unit fitted to Ford's humble Falcon. The two are to each other what Jacob's Creek Shiraz is to Hill Of Grace.Epic re-engineering was undertaken to adapt the ZF to the car without adversely affecting its near-optimum weight distribution, and to enable it to accept its high-revving, Ferrari-supplied 4.2-litre V8.The means by which this was achieved is a story in itself. Suffice to say it works beautifully and those whose machismo (or lack of it) is not linked to their transmission will find that Quattroporte auto drives almost as adroitly as DuoSelect.Certainly the new deal is sweeter in most forms of driving. In any case, the auto has a manual option that can be enhanced by in the upper-spec models; with steering wheel-mounted paddle shifters.For the main part, it simply won't occur that a torque converter is present, though flatten the loud pedal and it will kick down the appropriate number of gears whether it's in manual mode or no.Against that, the paddles can override Drive, though full auto function returns if you leave the flippers alone for a bit.Another upshot of the mechanical jiggery pokery; entailed by the auto adaptation is that the new models are actually fractionally better balanced than DuoSelect cars. Forty nine per cent of their weight is toward the front; 51 per cent aft.The 295kW Fazza bent-eight engine now offers lower fuel consumption. Rather more to the point, it offers more torque, the peak level of 460Nm attained at 4250rpm.If the Maser is a balm to the eye, it's certainly a blessing to the ears. The Quattroporte cannot match the autobahn-sturming Merc and Bimmer in a straight-line blast (the auto adds 0.4 seconds to the standard sprint distance), but it will resonate like Pavarotti hitting the climactic bit of Nessun Dorma.If the ride is less cloistering than other luxury sedans, the Maserati's boundless appetite for consuming corners provides a massive pay-off.Accurate, if somewhat bantam-weighted steering, prodigious grip and willingness to hang on through mudguard-scraping bends utterly belie its almost two-tonne unladen weight. The automobile weighs in 70kg above the DuoSelect.Indeed, although always with the exception of the 7 Series, winding roads tend be where the Maser leaves behind those rivals listed below.With the first-class interior enhanced by such contrivances as cupholders and an electronic parking brake, the Quattroporte Automatica can be just as sedate as any luxury barge. However, a smallish boot compromises its golf-club facility.The inside story is one of bespoke elegance. You can stipulate a level of fitting and finish comparable to a suit tailored by Brioni, with myriad combos of wood-grain panels and leather trim.The two new exterior colours, a deep blue and a dark metallic, become the car though not so as well as the pearlescent white. There's also a new woodgrain interior feature, Tanganyka, and a new interior trim, Grigio Ghiaccio.The Quattroporte Maserati has always exuded an air of affluence in keeping the trident badge, it's just that now with the creamy ZF, it won't behave in traffic as though its been stuck in the bum with a trident.Drive the Maserati in the spirit intended and you'll discover not so much a rival for the usual luxury suspects, but a car that attains levels to which they don't aspire — and it does so automatically.Oh, the power and apassionata. At last, a genuine Latin alternative to the Teutons.

Hard-driving, head-snapping clutchless manuals maybe, but a custard smooth, do-nothing self-shifter. Never.Yet, with the six-speed ZF transmission — a refinement of the same box used in the Ford Falcon — slipped into the Quattroporte, Maserati has not only produced an automatic with true sporting character but solved a niggling issue that has plagued the badge for years.Almost as an aside to the re-engineering required to switch from the transaxle rear-mounted DuoSelect layout to the ZF's traditional automatic position behind the engine, Maserati now has steering to be proud of.Gone is the nervous vagueness of previous cars, along with the suspension harshness that is often passed off as “sporty”. In its place is a mature assuredness. Nice off-centre sharpness and a linear weighting as the steering loads up.Moving the gearbox forward resulted in a weight distribution of 49:51.With a reworked rear suspension, new front bushing and retuned dampers, the seemingly minor change becomes significant. Changing the rear suspension geometry in the absence of the rear-mounted gearbox also helped to settle the car. In developing the automatic, Maserati was under no illusion about how important it was going to be to the brand.“There are a small core of owners who enjoy driving the DuoSelect but we had a good deal of evidence of potential owners who steered away from the cars because there was no automatic,” Maserati Australia boss Ed Butler says. “Of the customers who have already ordered the automatic, something like 70 per cent are new to Maserati.”Despite the Gransport being in run-out and almost unattainable and the new Gran Tur-ismo not appearing until next year, Butler has seen a 50 per cent increase in sales over 2006.“Last year we sold 121 Maserati in Australia and New Zealand of which 64 were Quattroporte,” Butler says. “This year we have asked the factory for 180 cars, all but a handful of which will be Quattroporte — and 80 per cent of those are automatics.”At the heart of developing the automatic was the need to protect the dynamic performance-car image of the Trident badge.“When working with ZF it was crucial that the essence of Maserati was protected ... the car must rev to 7200rpm, it must accelerate in the five second range, it must have a sporty character — all the things that make a Maserati a Maserati must remain,” Butler says. “It wasn't an easy task but the result is all we asked for.”With a top speed of 270km/h and 0-100km/h acceleration in 5.6 seconds, this is one quick automatic sports saloon — but that is just a small part of the picture.While there is the option of shifting manually — in the manner of a tiptronic — with either the gearshift lever or optional wheel-mounted paddles, there isn't much point in it.With the sport button selected the car quickly adapts to the driver's style with adjustments in throttle sharpness and shift pattern. Drive hard and the gearbox joins in the fun, settle into a cruise and it is laid-back central.The 4.2-litre, V8 has also been tweaked and refined. A wet-sump lubrication system is new along with redesigned inlet manifold and airbox, variable valve timing and modified pistons to improve combustion.Power remains constant at 295kW but torque is up 10Nm to 460Nm at a lower 4250rpm and fuel economy is improved by around 9 per cent.Cabin refinements include an automatic park brake that engages when the engine is switched off and releases as you drive away. There are also two “supersize” cup holders — crucial when the US is the vehicle's largest market. With three trims, the Quattroporte Automatic is similarly priced to the DuoSelect: $269,000 entry level, $288,000 Sport GT and $298,000 for the Executive GT. It is on sale now.

The trident logo on the grille and the hefty proportions – five metres from tip to curvaceous tail – give it the look of some sleek speedboat that’s grown wheels.Inside, it’s a lush millionaire’s playground, with more black and red leather than a bordello and enough carbon fibre to make an F1 geek weep.Beneath the prow – sorry, the bonnet - lies a loquacious 4.2-litre V8, good for 294kW and 451Nm of torque.The sheer size and 1863kg weight of the thing – not to mention the weight of the $258,000 pricetag – initially put you off having a genuine go.But the way the car’s superlative Skyhook suspension dismisses bumps and keeps you in touch with the road, the way it turns in, the Ferrari-like feel of the steering and the willingness of the engine eventually tempt you.It is then that you discover that not only is the rich band of torque available low down in the rev rage – for easy cruising – it provides a real shove through the top end as well. There’s even a big, fat pocket of power that waits in the shrieking 5000-7000rpm redline rush.Of course, if you’re exploring that part of the engine’s abilities, you’re probably breaking several laws at once. Then again, you’ll probably still have a massive smile plastered across your face by the time the police catch up with you.Get to know it, and the Quattroporte can provide some serious thrills – yet all the while your passengers, including the two in the back – are lounging around in louche luxury. The massive brake pedal has plenty of feel, but it seems like you need to really squeeze the stoppers at times. Of course, pulling up nearly two tonnes of expensive metal is a lot of work.If you leave the gearbox in D, it is smooth enough – although still not as seamless as a conventional six-speed auto (luckily Maserati has one of these on its way here soon). If you put it in Sport mode, however, the D-option really starts to feel shunty, and not very executive class at all.The best option, obviously, is to change the gears yourself, using the Rolex-feeling paddles behind the steering wheel. The bits where your fingers touch the back of the flappy bits is even lined with soft material. Nice. The DuoSelect transmission’s changes are fabulously quick and effortless, but the whole effect was spoiled for me by the fact that the paddles don’t turn with the wheel, so if you want to change a cog mid-corner, you have to take one hand off the tiller.Other car-makers fix this problem by having the paddles attached to the wheel, so they’re always near your fingers.Of course, it’s the kind of thing you’d only really notice if you’re pressing on. And most buyers of the Quattroporte don’t want to drive it like it’s a Ferrari. If they wanted a Ferrari, they’d buy one of those, too.The Maserati is a magnificent boulevarde cruiser and it eats up freeway miles with the kind of effortlessness a cheetah displays at a slow jog.But this super saloon has so much sporting heart that it seems a shame many owners will only ever trundle from yacht club to golf club in them.Every time there’s a Maserati sold to someone like that, there’s a group of engineers in Italy who go down to the café and cry quietly into their coffees.Then they go out, get drunk and be sick on their shoes.

In the simplest of terms, an automatic gearbox means more women customers are likely to get behind the wheel of a Maserati. And that's worth investing time and money in."We have a lot of potential customers who are not jumping into Maseratis because the DuoSelect (gearbox) doesn't suit them," Maserati head of vehicle engineering Paul Fickers says."People are used to finding performance cars with an auto gearbox."But protecting the marque's dynamic, performance-car image was equally important to Maserati — and that's what prompted a long development program that last week delivered to the world stage the new Maserati Quattroporte Automatic.Granted, the princely price tag for this auto Maser isn't so out of place in Monaco, where the car was launched.And Australians can actually think themselves relatively lucky that Maserati will keep pricing of the auto Quattroporte at about the same level as the Quattroporte with DuoSelect gearbox.It's a generous gesture, considering the significant engineering changes hidden beneath that stylish skin ... which, if you're looking to for something different, you won't find.The Quattroporte's face remains the same, but throwing a new ZF six-speed automatic gearbox into the mix presented quite a challenge to Fickers and his team."For starters, the gearbox is mounted at the front of the car instead of the rear to achieve the right weight distribution. And that makes for some quite massive changes to the car," Fickers says.The ZF gearbox — the same as is found in Ford Falcons and versions of the Territory, albeit with significantly different calibration — has been modified to handle the high revs required by Maserati, reaching 7200rpm before shifting up.It delivers a smooth driving experience while keeping unchanged the sporty behaviour of the Maserati V8.With a top speed of 270km/h and zero-to- 100km/h acceleration in 5.6 seconds, this is one quick automatic sports saloon — much more than a nice little accessory for the ladies.Manual changes can be made with the stick located on the central tunnel, which now also features two cupholders — a small thing, perhaps, but crucial for Maserati, which sells almost half its cars in the US.Paddle shifts are also an option on the Quattroporte and Executive GT models, but come standard on the Quattroporte Sport GT version.The challenge to Maserati engineers when developing the auto version of its best-selling model centred primarily on weight distribution, which is the key to the saloon's sporty handling.The DuoSelect model features a transaxle layout, with a rear-mounted gearbox rigidly connected to the engine. In contrast, the automatic transmission, with its hydraulic torque converter, is directly connected to the V8 engine.Weight distribution in the auto is 49per cent front and 51 per cent rear, compared with the DuoSelect, which has 47per cent of its weight over the front axle and 53 per cent over the rear.More weight on the rear wheels equates to more grip on the driving wheels, leading to better acceleration, improved winter-driving capabilities and better braking.Maserati has also overhauled the 4.2 litre, 295kW bent-eight engine in the Quattroporte for the auto version.It has adopted a wet-sump lubrication system and offers lower fuel consumption and increased torque levels. Peak torque of 460Nm is reached at 4250rpm, and fuel consumption is down, on average, by nine per cent, Maserati says.Another new feature on the automatic is an electronic parking brake, which not only makes room for those all-important cup holders but engages automatically when the engine is switched off.Naturally, Maserati is out to make a statement with its flagship vehicle.So, even though there are no changes to its flesh, the Quattroporte can be dressed up with two new colours — Blu Oceano and Grigio Granito (a very dark grey) — a new woodgrain interior feature, Tanganyka, and a new interior trim, Grigio Ghiaccio.More weapons to win over the women, perhaps?

Almost every sportscar worth its fuel bill has a sports button. Few, however, have one as effective as the GranSport's.Punch the button on the centre console and Dr Jekyll becomes Mr Hyde — but watch out, this one can really bite.Choosing the sport option alters not only the engine and transmission mapping — sharpening shift responses and change points — but winds down the suspension to tooth-rattling firmness while pushing the traction control "nanny" further into the background as well as adding an extra edge to the steering sharpness.The final touch is an aural treat. An electronically controlled pneumatic valve system opens the exhaust and turns the pussycat purr from the 295kW 4.2-litre V8 into a jungle rumble.The sound of the engine blipping on downshifts is grand, almost enough to make you forgive the super-aggressive 6-speed Cambiocorsa transmission.The wheel-mounted paddles come easily to hand — not that common in the world of F1-styled paddle-shifts — and that is good, as there is no other option for manual shifting. However, it is the thumping aggression of the changes that make using the clutchless manual-style box either a love-it or hate-it proposition. You can opt to select the auto button but, while that frees you from paddle-work, the gearbox retains its attitude.While the sport mode does give the GranSport a true performance character, in reality it is impossible to live with for any length of time on the average Sydney road surface. Keep it as a special treat to be savoured in those focussed moments.Aesthetically, the Maserati GranSport loses nothing to its rivals. All Italian from the trident mounted on the mesh grille under its purposeful Roman nose to the flaring flanks, it is a fine example of what elicits passion in automobile aficionados. But slide inside and the experience is truly enhanced.The interior is welcoming and encompassing with extremely comfortable sports seats, a steering wheel with leather on the main grip areas and a squared-off carbon fibre top with an embedded silver centering mark.The small central lever, with its lift-and-pull action for reverse, is a bit twee for the car.The seat insert and trim material is both stylish — it should be, having been developed by a leading Italian fashion house — and effective at providing seat-of-the-pants grip.However, it is not all chianti and aged parmesan. There are some things — important things — that really should be better in a car of this stature. Potentially the most critical is the relationship of the accelerator to the brake. In the reverse of what is ideal, the accelerator pedal sits proud of the brake making it not uncommon to catch it with the outside of the foot on the way to the brake.A surge when retardation is needed can really get adrenalin flowing. Problem solved if you left-foot brake — but in reality, that is just a way around an issue that shouldn't exist.Annoying, but not as crucial, is the difficulty reaching some of the comfort controls set back in the stylishly scalloped centre console.The squashed top on the steering wheel also has a way of obscuring the upper areas of the instrument panel.But back to the good stuff. The biggest improvement in the new GranSport is in the steering feel. Previously an area in which Maserati trailed its natural rivals by some distance, it is now on a par with most and close to the best.

No arm twisting in the office is necessary when it comes to driving an Italian thoroughbred.And what a thoroughbred the GranSport is with a heritage going back to 1926 and a retuned V8 engine from Ferrari's F430.Maserati has been through ups and downs over the decades with some superb machines and some forgettable.The GranSport falls firmly in the former category.Barnwell says:As the name suggests it is more of a grand tourer than a road going race-car and as a result, is easier to live with - as far as a highly strung performance car can be.The sexy, low slung, two door coupe seats four and has a swag of luxury and comfort items.Occupants don't suffer privation to enjoy the delights of the GranSport.And there are plenty of delights, especially if you like them fast and furious.As expected, performance is witheringly quick thanks to the lightweight 4.2-litre, naturally aspirated V8 engine.Good for 295kW/452Nm, the multi-cam engine is capable of propelling this 1680kg coupe from 0-100km/h in 4.85 seconds.The two mode automated six speed manual transmission called Cambiocorsa is arguably the best in the business being a virtual lift from Ferrari F1 cars (with modifications for civilian use).The system even blips the throttle on every down change and an auto mode is provided.The GranSport is right up there in the handling department.In "normal" mode, the suspension is too soft but in "sport" everything gels.The faster it goes, the better it feels. Steering precision is of a high order and the massive Brembo brakes make light work of stopping. It holds a line through corners beautifully.Driving the GranSport is a rare treat, everyone looks, everyone hears especially when sport mode is selected and the exhaust baffles open wider.It commands respect and deserves praise but then for nearly $250,000, it would want to be good.Riley says:I'm suprised I managed to liberate the keys to this bag of tricks from Barney, a feller known for his "lurve" of fast cars.I've driven plenty of screamers over the years but this one definitely stands out.It's the sound of the engine I will remember most.Say what you like about the Italians but they know how to build superb engines.Forget turbocharging, supercharging and the like, nothing beats a beautifully crafted and prepared naturally aspirated V8.Hit the start button and it, you and the immediate neighborood are enveloped by a loud, low frequency hum, a bit like the din from a 13B rotary - a noise transformed into an F1-like roar that can be heard blocks away as the car moves off.At 4.85 seconds, it's faster than anything from FPV or HSV, quicker than a WRX STI and a hair's breadth slower than a Porsche Carrera S.Breathtaking to drive.Having said that, the GranSport is a pig in traffic (tranny is way too slow for stop-start city driving), brake and accelerator pedal are too close together, the suspension has got no idea what to do with a good old Aussie bump, the back seat is built for a race of pygmies, the sound system is a big disappointment and did I mention that it leaks?Yes, there I was, being the real yob, driving this Italian super car in Dr Scholls sandals after a brief shower of rain and lo'... was that a drop of water I felt?Sad to say but every time I pointed the car at a hill the big toe of my left foot, minding its own business on the foot rest, copped a sprinkling of water.Well, you've got to take the good with the bad. 

What is emerging on the radar of these free-spending clients is a marque which can be considered a little out of left field.Maserati, a member of the powerful Ferrari and Alfa Romeo stable, is tickling the fancy of those traditionally loyal to German saloons.In particular, the Quattroporte is gathering speed and winning over people coming out of, among other luxury four-door offerings, Mercedes-Benz S-Class limos.The current generation QP was a late starter in Australia, arriving here last year. It's doing reasonable business and is the biggest seller in the Maserati line-up alongside the coupe, Gransport and Spyder.This imposing four-door shines with a polarising design. Part of the appeal is its sheer presence and ability to stand out in the crowd rather than blend in like most of the dressed-up $200,000-plus luxury saloons.Maserati have sunk big dollars, believed to be about $300 million, into developing the QP.This saloon is endowed with plenty of urge from its free-revving 4.2-litre V8 with each bank set in 90-degree configuration.A lot of what gives the QP stunning handling and precision starts with the positioning of this 183kg engine which is set further back and has a lower centre of gravity.Much has been made of mechanical balance with this super saloon achieving a 47-53 per cent front/rear weight distribution.The Quattroporte, a name which first sprang to life for Maserati in 1963 with the Frua-styled first-generation sedan, has trans-axle architecture where the gearbox is installed at the rear, which helps strike a more performance orientated balance.This bespoke Maserati uses a DuoSelect transmission with electro-hydraulic actuation.Left in drive it can be overriden anytime by squeezing the steering wheel-mounted paddles.A manual/automatic button can also be pushed to select specifically what function you desire and there is a sport mode which tightens up the suspension.It's a little awkward driving it around town strictly in auto as it will stay in third gear unless you shift up with the paddle.For such a big lump of a sedan, the QP has stunning body control.It uses what Maserati call Skyhook active suspension that continually adjusts damping but does not change ride height.Sensors monitor acceleration and also chart the movements of the wheels and the body, instantly changing damper settings to meet the conditions. Maserati claims it is 10 times faster than conventional systems.The feeling of changes in suspension is quite apparent, as together with the fidgety gearbox the Quattroporte seems busy sorting itself out to match road conditions and a person's changing driving behaviour.Built into the geometry is anti-dive and anti-squat protection aimed at helping the car's body maintain poise.It is relatively short geared with access to the 294kW (400bhp) of power and 451Nm of torque sorted via a six-speed changer.Unleashing all this fury through the responsive throttle which operates via a drive-by-wire system, the QP screams and yelps into life.There is a momentary lapse from the naturally aspirated V8 with a Hill Holder function keeping it stationary before the raucous V8 blasts into full noise and thrusts forward.One point which remained a concern for the new-age QP was quality issues.However, after one owner and 12,000km this super saloon as tested showed no signs of becoming unhinged with fit and finish problems.The QP is not a numb, boring luxury machine that has been sapped of personality. It is alive and busy and a hit for enthusiasts.The range will be freshened for 2006 with a swag of equipment changes including trim, wheels and a DuoSelect gearbox said to be 35 per cent quicker in Sport mode.