First Drive: Maserati GranTurismo

These are different model names but essentially they are the same car, one hardtop and one topless. This, however, is not a hello but more of a farewell, as this is likely t be the last incarnation of a model that has been around now for 10 years. The Pininfarina styled body has always been a pin-up, but at late middle-age in car terms, it was time to see the surgeon for a little ‘work’. The front and back have been restyled giving it a more shark-like appearance, the interior has been refreshed and the model offering has been simplified. Out has gone the single-clutch automated gearbox (which will not be missed by most), leaving the ZF 6 speed auto as the only option mated to a single engine offering across the board, the 454bhp 4.7-litre V8. The car is available in Sport or in the more aggressive MC (Maserati Corse) spec, with carbon bonnet and race-inspired exhaust.

In the original essence of the GT, the current cars offer comfort and luxury in a 2+2 configuration with a hefty engine upfront – the USP being the signature sound that comes from the back of anything with a Trident on the front.

The Maserati soundtrack is so much a part of this car that anyone with Prius playlist tastes should stop reading now. What's impressive is the way they have built a car for conquering vast distances in style that produces an unavoidable noise that doesn't grate. It is so gratifying that you find your hand hovering over the left paddle as soon as even the shortest tunnel is in sight. It's frankly obligatory to knock it down a couple of cogs and listen to it sing. How they will manage to create this music without the glorious Ferrari-built, normally aspirated V8, which will presumably be set aside on the next model, is anyone's guess, but for now, I'll take that stirring shot in the arm. Inside are very comfortable seats and a new touchscreen system as seen in the Levante. Not class leading but definitely an upgrade.

Performance figures are 186mph and 4.7 seconds to 60mph. Fast, obviously, but these days more B+ for this level of car. The hydraulic steering, unchanged from the outgoing version, still feels perfectly weighted in most scenarios, if a tad slow for the very tight corners. The fixed-rate dampers available as an option on the Sport or standard on the MC give you that extra bit of connection and stiffness, but are a bit too firm on normal roads. Trying to turn this big tourer with an old six-speed slusher into something too hard and sporty goes into that grey area of “why not buy a more focused sportscar”? The Skyhook adaptive dampers, standard on the Sport model, are softer, but a lot more in keeping with the character of this car. They work well on a range of surfaces and despite allowing a little more body roll, I would prefer them over anything but the shortest of blasts. The preferred setting would be sport on the Sport model that sharpens the throttle and gear responses but gives max decibels to the barking exhaust. 

A few other niggles are mainly due to the car’s age. I found myself looking for a starter button (after all we are in a premium sports/GT car) and was surprised I actually had to put a key in a slot… how quaint.

Overall though, by granting this car a stay of execution, Maserati has created a curiously unique offering in the market that can make merit of its age-related quirks. If you want a flat-torque-curved, twin-turbo engine with dual-clutch transmission in your new car, there are plenty of examples out there. But if a hand-built, normally aspirated V8 in an elegant Italian grand tourer is your particular poison, then you probably have about two to three years when you can buy a new car without reaching for the classifieds. 

The Numbers

Engine: 4,691cc V8 petrol

Transmission: 6-spd auto, RWD

bhp/lb ft: 454/384

0-62mph: 4.7sec

Top speed: 186mph

Price as tested:  £93,145 – £115,245