When the Maserati GranTurismo made its debut in early 2007, George W. Bush lived in the White House, the iPhone hadn’t launched, and Chrysler had yet to crash on Fiat’s couch. A decade is a long time.

It’s a different world, even at Maserati. New Ghibli, Levante SUV, and Quattroporte models have increased the brand’s sales more than tenfold: Roughly 42,000 new Maseratis will be sold this year. But unlike those other models, the GranTurismo contains nary a trace of Chrysler. It remains very much a product of the old, pre-FCA Maserati and is still built on a shortened, two-door version of the platform used for the previous-generation Quattroporte, a car we remember fondly.

While the untrained eye might not see much difference between the 2008 GranTurismo and the 2018 GranTurismo, there have been many small changes over the years. The 2018 model has new bumpers at both ends that help lower the drag coefficient to ensure that this Maserati (in coupe form) can reach at least 185 mph. Spec it right, Maserati hints, and you’ll hit the European magic number of 300 km/h, which is 186 mph. There are new headlights, an 8.4-inch touchscreen infotainment system shared with the Ghibli and some Chrysler products, the latest generation of Pirelli P Zero footwear, and a new analog clock.

The sole engine is still the 454-hp 4.7-liter V-8, which traces its gestation to the belly of the 1999 Ferrari 360 Modena and has been screaming ever since. A six-speed automatic is the only gearbox available. Switching to the latest eight-speed automatic was something Maserati didn’t want to spend on.





Brand-New Vintage GT

We thought we’d seen the mid-cycle refresh in 2013 and that 2018 might bring us a full replacement based on the Alfieri concept car. Instead, this re-refreshed GranTurismo is by no means a new car, but that’s not necessarily a bad thing. The GranTurismo’s interior, from the instrument panel to the rear seats (which really are suitable only for kids), is dressed in soft leathers with impeccable stitching. Unlike the newer Maseratis, there are no switches shared with a Jeep to spoil the mood. The GranTurismo is cast as Maserati’s halo car, and it doesn’t appear to be built to a cost, but rather to a near-Bentley standard.

Starting the Maranello-built V-8 requires sliding the key into the ignition and turning the tumbler, a quaint reminder of life in 2008. A cross-plane crankshaft gives the V-8 a distinct rip that’s muted in Normal mode and perfectly obnoxious when you open up the exhaust by pressing the Sport button.

Running this naturally aspirated engine to its 7500-rpm redline weakens your will and makes you forgiving of acceleration that hasn’t kept in step with our turbocharged times. Most cars at or just below the coupe’s $134,625 starting price easily outrun the GranTurismo, courtesy of forced induction. The convertible opens at $152,265. Internet commenters will scoff—rightly, for once—at what we estimate to be a 4.5-second zero-to-60-mph time, nearly 50 percent slower than the 3.1 seconds a Porsche 911 Carrera S needed in a recent test.

Electronically adjustable dampers in the base Sport model offer a calm ride even when set to their firmest mode. The supposedly more aggressive MC version’s single-mode dampers are also compliant enough for daily duty. Start pushing around the GranTurismo and it can’t hide its long, 115.8-inch wheelbase and more than two tons of mass. On tight mountain passes, it complies with your most absurd requests but with more body motion than any of the latest Mercedes-Benz SLs, not to mention the sportier Porsche 911 and Jaguar F-type. Grip is excellent, and the brakes are strong, if a little dead through the first bit of travel. The steering effort and its creamy responses recall a world before electrically assisted power steering gagged feel.

Comparison Is Odious

In a sense, the GranTurismo reminds us of when Acura redid the new-in-1990 NSX for 2002. It didn’t gain any extra power over the 2001 model, only a cosmetic and chassis refresh. As much as we still loved the NSX, the years had caught up to it, and we had to admit it wasn’t going to win any comparison tests. The GranTurismo is like that last NSX: It’s managing to hold back the years better than you’d expect and remains a joy to listen to and to drive.

It’s a bit underpowered for the class of 2018, which means it’s objectively behind more modern cars from Porsche, Jaguar, BMW, and Mercedes-Benz. Subjectively, the Maserati scores style points for its exterior design and the hand-built quality of its interior. Like every Maserati ever built, it toys with your emotions and suppresses rationality. Whenever that delayed Alfieri-like replacement arrives, it might be too soon for some of us.

Specifications VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe or convertible

BASE PRICES: coupe, $134,625;

convertible, $152,265

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 286 cu in, 4691 cc

Power: 454 hp @ 7000 rpm

Torque: 384 lb-ft @ 4750 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:

Wheelbase: 115.8 in

Length: 193.3-193.7 in

Width: 75.4 in Height: 54.3 in

Curb weight (C/D est): 4400-4600 lb

PERFORMANCE (C/D EST):

Zero to 60 mph: 4.5-4.7 sec

Standing ¼-mile: 13.0-13.2 sec

Top speed: 178-187 mph

FUEL ECONOMY:

EPA combined/city/highway: 15-16/13/20-21 mpg

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