Maserati Ghibli S 2014 Review

Although it only produced its first car in 1963, Maserati will celebrate its centenary in December this year. Yet it has always lived in the shadow of its more flamboyant Italian sister brand, Ferrari, which in recent years has sold more supercars -- despite their vastly higher pricetags. That's about to change, however, thanks to Maserati's first E-segment (large) sedan and, in 2016, its first SUV. The trident brand sold just over 6000 cars in 2012, but is currently taking orders at the rate of 3500 a month – way ahead of its own expectations. But as sales of the new Quattroporte and Ghibli took off overseas, waiting lists stretched out and the Australian launch was pushed back. Now, nine months later than planned, the Ghibli arrives Down Under armed with three turbocharged V6 engines and the first sub-$140,000 pricetag for Maserati.

Maserati's previous Quattroporte was at the forefront of a new wave of coupe-style luxury limousines, including the Mercedes CLS, Audi A7, BMW 6 Series Gran Coupe and Porsche Panamera.

Now, with the vastly improved new Quattroporte selling up a storm everywhere, a shortened version of its all-new platform forms the basis for the Italian brand's first direct rival for large German sedans like the Mercedes E-Class, BMW 5 Series and Audi A6.

Or at least top-end versions of them, because the oddly-named Ghibli, which like the Bora was named after a wind, is substantially more expensive than mainstream versions of those established luxury saloons.

Even in entry-level diesel form, which is expected to account for just 20 per cent of sales, the Ghibli costs $138,900 – up to $60,000 more than its most direct rivals.

The Ghibli D is powered by a 202kW/600Nm version of the same VM Motori-made 3.0-litre V6 turbo-diesel that powers Chrysler's 300 and the Jeep Grand Cherokee. It sprints to 100km/h in 6.3 seconds, has a 250km/h top speed and consumes 5.9L/100km.

Then there's the base petrol Ghibli, priced at $139,990, which buys an E 400 and leaves $10,000 in change. Its 243kW/500Nm 3.0-litre Ferrari-built V6 accelerates it to 100km/h in 5.6 seconds and a 263km/h top speed, while averaging a claimed 9.6L/100km.

The top-shelf Ghibli – at least until the arrival of an even higher-output V6-equipped GTS and, perhaps, MC and stripped-out Stradale versions powered by the GTS Quattroporte's 390kW/650Nm twin-turbo 3.8-litre V8 – is the Ghibli S.

The flagship Ghibli scores the same 301kW/550Nm 3.0-litre V6 as the Quattroporte S and, despite a $169,900 pricetag – making it almost $10,000 more than the BMW 550i V8 – is forecast to account for the same 40 per cent of sales as the standard Ghibli.

But with 50kg less to haul than the Quattroporte S (it's still porky at 1810kg), the Ghibli S hits 100km/h one-tenth sooner in five seconds flat and can reach 285km/h, although its official fuel consumption remains the same relatively thirsty 10.4L/100km.

As we discovered at the local launch this week, however, the S – the only Ghibli variant on hand -- is a different car to drive than its Quattroporte namesake.

While the latest Quattroporte's rear legroom is vastly longer than before – thanks mainly to China's chauffer market – it also dwarf's the Ghibli's back-seat accommodation.

The Ghibli still has a big 500-litre boot, augmented by a 60/40-split folding rear seat, adequate rear headroom, rear cup-holder, air-vents and even a USB outlet, but rear legroom isn't as generous.

Up front, there's the same soft leather trim as standard and a beautifully crafted dashboard that's different to the Quattroporte's but remains dominated by the same big 8.4-inch colour touch-screen seen in a range of Chrysler group models, meaning it offers the latest multi-media functionality and intuitive Bluetooth connectivity.

Soft-touch surfaces abound everywhere – on the seats, dash, doors and headlining -- and there's plenty of storage options in the glovebox, doors and centre console, not to mention a level of elegance that's uniquely Italian yet modern enough to banish memories of red piped leather and the awful ergonomics of past Maserati coupes.

There's the usual safety gear too, including seven airbags, anti-lock brakes, stability control and a reversing camera as standard, but that's where it ends.

Unlike practically everything else at this price, the Ghibli – like the Quattroporte – isn't available with any of the advanced driver safety aids on offer even in a Mazda3. There's no lane departure warning, no blind-spot monitoring, no radar cruise control, no head-up display, no autonomous low-speed collision avoidance, and certainly no night vision. Nor is a powered bootlid on offer.

Maserati hasn't ruled out the availability of those now-commonplace safety and convenience technologies as part of future upgrades but, for now, says the Ghibli is all about the driving experience.

And what an experience it is. As in the Quattroporte, the Italian V6 is glorious, packing a pair of twin-scroll turbos that deliver a creamy, fat spread of torque that's perfectly suited to the clever eight-speed auto, which in the S comes with column-mounted aluminium paddle shifters that feel nice but foul the indicator stalk.

It makes peak torque from 1750rpm, spins freely to 6000rpm and sounds special at all speeds, making the Ghibli S as happy loping around at 1500rpm as it is at full noise, when the crackle on overrun and between gears is deeply satisfying.

The only downside, it seems, is a thirst for its recommended 98 RON premium unleaded (95 minimum). We recorded 13.5L/100km in a day's drive over a mix of hilly country roads, but at least refills are made easier by the capless fuel flap.

But the Ghibli's greatest asset is its dynamics. Belying its minimal reduction in weight and length over the Quattroporte, which is 291mm longer overall and 173mm longer in wheelbase yet has the same 50/50 mass distribution, it's far more of a driver's car.

Perhaps it's the combination of shorter wheelbase and revised double-wishbone front suspension set-up (both rear-drive cars run the same multi-link rear end; the Q4 all-wheel drive will remain left-hand drive-only), but the Ghibli feels much more agile than the Quattroporte and its chief German rivals.

Steering is quick, precise, communicative and vice-free, body rigidity is vault-like, there's enormous levels of mechanical grip, a refreshingly high ESC threshold in Sport mode and body roll is almost non-existent, although wind noise and a firm ride on our car's optional 19-inch alloys did take the shine off an otherwise rewarding day's driving on sub-standard rural backroads.

Yes, despite the $140,000 starting price, all Ghiblis (including the S) come standard with just 18-inch wheels, with staggered-width 19-, 20- and 21-inch alloys relegated to the extensive options list, along with other surprise items like heated seats.

Sure, the range-topping Ghibli S adds bigger six-piston/360mm front and four-piston/350mm Brembo brakes, bi-xenon headlights with auto high-beam, LED running lights and washers, eight-way power driver's seat adjustment and other goodies.

But throw in just a few big-ticket items like Skyhook adaptive damping, a Bowers & Wilkins sound system and the choice of three leather trims, 19 interior colours and carbon and wood cabin highlights and the Ghibli S easily becomes a $200K-plus proposition, approaching M5 and RS 6 territory.

That hasn't stopped about 200 Australians lining up for a Ghibli this year (most of them first-time Maserati customers; some of them willing to wait until Christmas for specific colour combinations), outstripping tight supplies that will still see only up to 300 sold here in 2015 -- about a quarter of the sales achieved by the Ghibli's two most popular German rivals.

And after our first drive, we doubt they'll be disappointed by this big new Italian luxury sedan's unique mix of seductive styling, athletic handling, red-blooded performance, soul-stirring sound and unrivalled exclusivity.