Review: 2024 Maserati GranTurismo Trofeo

–Los Angeles, California

Now in its second generation, the 2024 Maserati GranTurismo lives up to its name by giving its customers genteel road manners in daily driving, a decent amount of space for four adults, and hot-blooded Italian performance when charging hard up a canyon road.

Brett T. Evans

The 2024 GranTurismo is available in two trims: the base Modena and performance-oriented Trofeo. Either choice nets a twin-turbocharged 3.0-liter V6, but the Modena makes 483 horsepower and 361 pound-feet compared to the Trofeo’s 542 ponies and 460 torques. All-wheel drive is standard on both, as is an eight-speed automatic. Next year, the GranTurismo Folgore hits the US market as Maserati’s first fully electric vehicle. Its dual-motor setup will put out a staggering 761 hp and 996 lb-ft, as well as a 242-mile EPA-rated range.

As a two-door, four-seat coupe, the Maserati competes in an increasingly sparse segment, and given the previous generation’s relative lack of success, it’s surprising the automaker even renewed its contract for a second go-around. That said, the new Gran Turismo is undeniably more premium than before, with prices to match. The base Modena starts at $159,995 and the Trofeo at $191,995 with the cars’ $1,995 destination charge factored in.

Brett T. Evans

With an unassuming Bianco Astro Metallic exterior color giving way to exuberant red leather inside, the Maserati GranTurismo Trofeo I drove had plenty of curb appeal. Indeed, its curvaceous, yet understated bodywork attracted the compliments of many a bystander. Although the gentle curves are less aggressive than the previous GranTurismo, there are lots of heritage-inspired styling details to admire. For example, the high-peaked fenders stand taller than the low hood for a lovely callback to the 1959 Maserati Tipo 61 “Birdcage” racing car, and the rounder grille is a dead ringer for that of the 1953–1956 Maserati A6.

The GranTurismo is also one hell of a touring car. A supremely comfortable ride around town was appreciated, but it also led me to expect perhaps a slightly dull driving experience on my local curvy roads. I shouldn’t have worried – the four-corner air springs and adaptive dampers firm up nicely when appropriate, with sharp steering and fantastically responsive metal shift paddles giving the coupe a lively, immediate persona. And although a twin-turbo V6 couldn’t possibly sound as good as the outgoing GranTurismo’s Ferrari-derived V8, the new “Nettuno” engine still sings a pretty emotive tune when revved out to its 6,500-rpm redline.

Sure, I miss that old V8 just a little bit, but it’s far from the Maserati’s biggest problem. My biggest complaint lies right at the feet of the in-cabin electronics package, dubbed Maserati Intelligent Assistant (MIA). The primary touchscreen runs a version of Stellantis’ adequate Uconnect 5 software, but in the GranTurismo, there’s also a smaller touchscreen underneath that manages climate controls, seat adjustments, headlights, screen and gauge dimming, the clock display, drive mode selection, and more. This secondary unit operates far too many functions, and it’s mounted too far down on the dash to be safe to use while driving.

Worse still, neither screen reliably responds to touch inputs, making them inconsistent and frustrating to use. Likewise, the push-button gear selector is resistant to quick changes, as might happen during a three-way U-turn in traffic – remind me, what was wrong with a good old-fashioned gear lever again? Finally, although the interior now smells appropriately Italianate (the old GranTurismo had the plasticky scent of a Dodge Avenger), my car had some unfortunately uneven panel gaps that would feel inappropriate in a $100,000 Masi, much less one costing double that.

The Porsche 911 Carrera 4 GTS is cheaper and more dynamic than the GranTurismo, but its rear seat space is laughable. BMW’s M8 Competition is likewise less expensive and faster, but a sterile driving experience makes it feel more like a tool than a toy. Then there’s the Mercedes-AMG GT 63, whose $177,400 base price is closest to the Masi’s; if it drives anything like its SL roadster sibling, it’ll probably match the Maserati in blending comfort with speed. And then there’s the Lexus LC – priced at about half the cost of a GranTurismo, the Lex is slower in a straight line but makes up for it with stunning concept car styling, a brilliantly crafted interior, and the glorious rip of a high-revving V8.

The 2024 Maserati GranTurismo doesn’t have the memorable exhaust snort of its naturally aspirated V8 predecessors, and some will scoff at it on that count alone. But the redesigned coupe deserves some credit for helping the brand behind the Trident logo get its mojo back, because finally, the GranTurismo lives up to its name with an impressive blend of comfort and performance. Within a few decades, the Trofeo might become Maserati’s first desirable vintage car since the 1996 Shamal or 1973 Ghibli – two of the brand’s other high-performance, high-comfort sports coupes.

2024 Maserati GranTurismo Trofeo

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