The Last Strike

As the spotlights dim on the decade-old GranTurismo, Maserati injects a dose of trademark magic to keep relevant it in the world of sports cars

Maserati has been held in high regard for much of its 104-year-old history. Its cars exude style and class. In recent times, the Italian manufacturer has resorted to making sedans and SUVs on a large scale to keep themselves afloat financially, but the GranTurismo - with its pointy 'shark nose' and low-slung body - has remained its hero car. Since age has finally caught up with it, Maserati hopes to gives it one last push with this newly-revised 2018 model.
DESIGN & AESTHETICS
Fortunately, or unfortunately, even after 11 years, the GranTurismo remains the same for the most part. So, what's different for 2018? The oval grille, as seen in past models, has become almost hexagonal with a more deliberate indent and fewer vertical slats, much like in the Levante SUV and Alfieri concept car. The air intakes that flank it are now larger and triangulated. The new nose has also helped reduce drag from 0.33 to 0.32.
Illumination comes from carry-over bi-xenon headlights. The side profile is supposedly inspired by the historic Tipo 60/62 - which I fail to see - but it does feature signature styling cues like triple air-vent apertures in the front fender and the iconic Saetta logo on the triangular C-pillars. The rear is almost identical to its predecessor; the only difference is the inconspicuous lower valance.
The exterior can be had in 16 colours, and there is a range of 14 20-inch light alloy wheels in six designs to choose from. I like how they've incorporated the characteristic trident design motif into some of the wheels. Overall, the exterior changes are few and it makes you wonder, why did they bother at all? We see this as a missed opportunity. But it remains a head turner and that, to some extent, justifies the half-a-million price tag.
As with the exterior, the old interior styling remains intact; guess some stuff never goes out of fashion. Its low-placed cabin rides close enough to earth to remind one of its sport car credentials, while being comfortable enough to aid ingress and egress - important for the middle-aged businessmen it targets. The luxurious cabin has a two-tone effect, with a choice of eight colours for the soft Poltrona Frau leather. As for trims, you can choose from Carbon-fibre to Black Piano to Walnut Briarwood.
The internal design is conventional but not boring. And as we knocked on the plastics, felt the surfaces and opened/closed bins, we found it all quite sturdy - it's got a near-German "quality feel" about it.
The highly-bolstered steering and the blue-faced analogue gauges remain as before. For 2018, as part of the nip-and-tuck, they've given it a new Maserati clock with a double dial. and a new high-resolution, flush-fitted 8.4-inch capacitive touchscreen - in line with the Maserati family. This tech advancement is accompanied by compatibility: there are both Apple CarPlay and Android Auto, satisfying those who want smartphone mirroring functions. Below is a new user-friendly, double-rotary dial, made of forged aluminium, to control the screen. Ergonomics is good - but we found the hazard button inconvenient.
Maserati has managed to conceal the size of the car, thanks to the svelte bodywork. For comparison's sake: it's 4,910mm long and 1,353mm tall; you wouldn't think it larger than a Ferrari 488 GTB or a Porsche 911, but it is. That length is what allows two additional seats, accessed easily - thanks to the electronically slideable front seats. At the rear, you'll find two individually profiled seats but they're not adult-friendly, not for tall folk at least. It also comes with two cup holders, courtesy lights, climate control vents and ISOFIX points.
POWERTRAIN & PERFORMANCE
Don't trouble yourself searching for a starter button. This car is proper old school. You need to plug the key into the ignition barrel and turn it to get the engine started. Man, does it start up with a nasty growl at the tail end. The source of all that noise is a naturally aspirated 4.7-litre V8 unit, hand-assembled by Ferrari in Maranello. It features a wet sump and a cross-plane crankshaft that gives it better throttle response and that free-revving nature. On paper, it makes 453bhp at 7,000rpm and 520Nm at 4,750.
The max torque figure is prodigious for that displacement, but the horsepower rating is average by today's standards, and the 0 to 100 km/h run time in 4.8 seconds is just passable in the world of sports cars. Maserati says there's more to driving than numbers. Well, every time we rolled onto the streets, we got repeatedly irked by stiff steering feel - still hydraulic - and pedal play, which made it clumsy to drive. But after putting in the miles, we realised this car isn't meant for cruising around as in a Ferrari or Aston. As you dip the throttle pedal, the exhaust comes alive emitting a deep, lovable resonance in the cabin; what previously seemed cumbersome to steer suddenly becomes essential to the act of driving. The effect of its 1,800 kg weight can be felt around corners - this car so needs an aluminium frame! - but you can steer with commendable accuracy, thanks to the 49:51 weight distribution and a well-calibrated mechanical limited slip differential.
The Brembo brakes are powerful enough to shred speeds like a trained assassin. but you'll need to get used to the pedal feel. Braking is also aided by ABS with Electronic Brakeforce Distribution (EBD), Anti-Slip Regulation and Engine Brake Torque Control.
Helping its case as a grand tourer is a double wishbone suspension - set up neatly not to create problems for your body. But it is no friend of the environment. The 14.3L/100km fuel economy and 331 g/100km CO2 emission rating is capable of burning a hole in the ozone... At least, it's honest unlike some German firms caught up in emission scandals recently.
FEATURES & FUNCTIONALITY
Playing second fiddle to the loud exhaust is the standard Harman Kardon sound system with its 12 channels and 900-watt output played through 10 speakers. It's not the last name in sound systems, but it's of high fidelity. The new infotainment screen has easy access menus and is quite responsive; you can use USB ports, SD cards and an aux-in jack (found in the central cubby), or keep things wireless using Bluetooth.
Up the lid on the trunk and you have 260 litres to place your golf bags. Problem is, the spare wheel has nowhere to go and takes up a lot of space. There are plenty of conveniences to make driving easy: cruise control, automatic headlights, lights that swivel as you steer and a sensor to notify you as tyre pressure falls. You also have airbags, a newly incorporated rear-parking camera, plus a dual-zone automatic climate control to keep from getting baked.
VERDICT
The 2018 Maserati GranTurismo, much like its spiritual successor - the 1947 A6 1500 GT Pininfarina serves its purpose of a grand tourer well, by showcasing its racing heritage in its dynamics and sonorous exhaust, while keeping it suitable for everyday driving, thanks to its ride quality and rear seating that's tight but usable. Yes, it is too heavy, too thirsty and, most importantly, too old but if you're one to take the unbeaten path, you might as well go down that road in a Maserati!
FUN FACT
Juan Manuel Fangio won the 1957 World Championship of Drivers driving a Maserati 250F.
SPECIFICATIONS
Body type: 2+2-seater; 2-door, premium, high-performance coupe
Engine: Front-engine; 4.7-litre V8; rear-wheel drive
Transmission: 6-speed MC Auto Shift (automatic)
Peak output: 453bhp @ 7,000rpm; 520Nm @ 4,750rpm
0 to 100km/h: 4.8 seconds (claimed)
Top speed: 299 km/h (drag limited; claimed)
Price: Starting at Dh509,250
AT A GLANCE
Pros: Styling that's survived a decade; great soundtrack; purposeful power; snob value
Cons: Tight rear quarters; not as quick as the others; dated styling in and out
Author's rating: 7/10
wknd@khaleejtimes.com

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