Imagine tracing your congressman's polygraph printout in tarmac—that's pretty much the route between Châtillon and Torgnon in Northern Italy. There's a string of switchbacks and hairpins that climb high into clouds and overlook the stunning Mount Cervino. It's no surprise that a section was once used for pro rally. Box fenders and anti-lag would be the ideal kit for these roads, but instead, we took Maserati's new all-wheel-drive sedan, the 2014 Ghibli S Q4. We learned a few things ...

The Ghibli S Q4 sneakily puts emphasis on performance

In hopes of moving 50,000 cars annually by 2015, Maserati has made sure to bolster the Ghibli's top-tier SQ4 package with plenty of sporting credentials. Despite a portly 4122-lb curb weight, the car is rear-biased all-wheel drive, has 50/50 weight distribution, and utilizes hydraulic power steering. Cross-drilled 14.1-inch rotors straddling six-piston Brembo calipers? Check. Then there's the 3.0-liter packing two turbochargers, 404 hp, and 406 lb-ft of torque. Suddenly, the mid-size Maserati has a superior power-to-weight ratio to Subaru's outgoing WRX STI.

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There's no need to wait for the V8

Said 3.0-liter comes courtesy of Paolo Martinelli—the ex-Scuderia Formula 1 engine designer who put five constructors' trophies on Ferrari's shelf—and though it shares the 60-degree vee angle, this isn't a Pentastar lump (despite what you may have heard).

Blasting out of the first hairpin, it's clear that the Ghibli S Q4 has got warp-speed boost deception down pat—it's fast, but feels even faster. Despite falling off some before all 7000 rpm are spent, Maserati's six-pot mill is a tour-de-forced-induction with all the visceral thrills. Prodding the 'Sport' button unleashes a cacophony of burbles, snarls, and growls to transform tunnels into headphones. Along with a punctual sneeze from the turbo, each slick paddle shift kicks off a deliberate overrun-and-backfire routine of F-type proportions. Contrived? Sure, but remember that $76,950 has bought you a little slice of Maranello, not a Dodge Dart.

Maserati's all-wheel-drive system doesn't use a differential

Instead, an electronically-controlled multi-plate wet clutch (tucked in the transfer case, flanking the Ghibli's conventional eight-speed ZF automatic) controls Q4 torque distribution. A short longitudinal propshaft runs offset alongside the transfer case, connecting it and the front axle. Software considers numerous factors—from wheel speed to yaw angle and everything in between—then slips the propshaft's engagement to shuffle power between the limited-slip rear and the open front differential. This 'control unit' can divvy anywhere from 0 to 50 percent of the Ghibli's torque to its front axle.

Under typical conditions and over 80 mph, the Ghibli S Q4 is entirely rear-wheel-drive.

Yes, a 15 percent premium over base sticker is tough to swallow, but the Q4 package works for your hard-earned cash. It adds 59 hp, clipping the 0-60 mph time to 4.8 seconds (besting the rear-drive Ghibli by 0.8 ticks), yet it weighs just 132 lbs more. Maserati is happy to prattle on about its all-wheel-drive system's 'sporting' merits, which is just to say that Q4 won't stifle tail-wagging theatrics.

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The handling is seriously impressive ...

The faster you drive, the smaller it feels—damn high praise for a hefty sedan on hairy European B-roads. In fairness, some credit's due to the driver-friendly cockpit, with its small steering wheel, fat aluminum paddle shifters, and leather buckets that are surprisingly supportive and slung to hide the Ghibli's generous girth.

Since Q4 is a rear-drive-based reactionary configuration, not anticipatory full-time, we still experienced those fleeting 150 milliseconds of understeer. But, without fail, the four-door squats its wide haunches, comes on boost, and pitches torque toward its front axle to tighten the line, allotting a tidy slide. The slightest tinge of burnt rubber is cappuccino-after-dessert satisfying.

While it may not be an outright necessity, the multi-link adaptive Skyhook suspension is pretty clever, too. Body roll is kept in check, dampers are taut without doling out punishment, and the Ghibli S Q4 shows flashes of the same poised big-body confidence that made the E39 5 Series so spectacular. This is as good as a quasi-coupe gets, folks.

... but the steering isn't

With hydraulically-assisted rack-and-pinions high on R&T's Endangered Species list, it's discouraging that the Ghibli S Q4 doesn't communicate much more than an electric power steering configuration would. While the ratio is roadster-quick and fairly decisive, it simply can't deliver the flat-out feedback you want once the pace gets seriously frenzied. It doesn't ruin the experience, nor does it add anything to it. Pity.

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Still, it's the E-segment's new sleeper

After more than an hour of incessant flogging through rally territory, the baby Maserati was still up for more. That's because, fundamentally, the Ghibli S Q4 is very much a driver's car. It makes the Mercedes CLS and BMW Gran Coupé look overly clinical and pragmatic in their approach—could you imagine a straight-laced Audi A7 Quattro-banging rev limiter dissecting apexes and sliding through slushy, narrow back roads with a grin? No. Even the Jaguar XF seems a bit conservative by comparison. Italian cars should bring a certain romantic flair to the party, and the Ghibli S Q4 does just that.

And keep an eye out—a Ghibli MC Stradale isn't entirely out of the question

A company spokesperson told us there has been an internal contingency pushing for Maserati to return to Pikes Peak competition with a race-trimmed Ghibli. Evidently, Paolo Martinelli's V6 is capable of nearly 600 hp, and Modena is still in cahoots with the Unsers nearly a half-century after Louis raced a Maserati 8CTF into the clouds for back-to-back titles. Who knows, maybe we'll see the Ghibli on more rally roads soon.

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