Maserati GranTurismo 2019 Review - Australia

If you marvel at the fact that some new sports cars have more lines of code than an Airbus A380, then consider this: the Maserati GranTurismo predates the Apple iPhone.

And that, in essence, is key to its appeal.

First unveiled to the world at the 2007 Geneva motor show, the Italian car-maker’s two-plus-two V8 coupe (joined by the GranCabrio convertible in 2010) is now one of the oldest ‘new’ cars on the road, even withstanding the mid-life developments it has had over a 12-year life cycle.

Maserati’s enduring coupe won’t be around much longer: carsales.com.au has learned the GranTurismo and GranCabrio will both cease production at the end of 2019.

Before the GranTurismo’s omission from Maserati’s Australian line-up, we saw it fit to take this awe-inspiring atmo V8 for one final blast around the Sydney Motorsport Park.

Elements of the drive experience are largely predictable – the GT weighs circa-1900kg, measures 5.3 metres long and employs ageing technology – yet this is a car that will still satisfying your urges when driven in the desired manner.

The GranTurismo will set you back $295,000 (plus on-road costs) in regular guise, with the MC Sportline version driven here chiming in at $345,000 (plus ORCs). Options including a $24,783 Pearlescent Paint Rosso Italiano paint job balloon that figure to a hefty $391,993 before on-roads.

At that sort of money, the Maser competes on price with other front/front-mid-engined hotrods including the Mercedes-AMG GT, Aston Martin DB11 and Jaguar F-TYPE V8.

The difference here is that, unlike all those rivals, the GT still uses a naturally-aspirated V8 engine and traditional hydraulic steering.

Then there is the mid/rear engine cohort to consider: the McLaren 570S, Audi R8 and Porsche 911 being the most notable examples.

A mild facelift in 2018 has helped the GranTurismo age perhaps more gracefully than it might have otherwise, though a cursory glance over the car reveals some elements are way off the pace of rivals.

The GranTurismo isn’t the strongest car in terms of resale either. The private price guide for a three-year-old example is $184,300-$197,600, according to data analysts Redbook.

However, the industry’s increasing move to turbocharging and electrification might change that in the future.

In some people’s minds, the sound of the GranTurismo banging on the rev-limiter will probably be worth the price of admission alone.

On this particular day, we’re at the Sydney Motorsport Park participating in Maserati’s Ultimate Drive Day Experience, where a mechanically unsympathetic (read: merciless) driver is doing their best drifting impersonation on a wet skid pan.

The subject’s if-in-doubt-bury-your-right-foot mentality is entirely ineffective, but from 50 metres away, the sound is incredible.

And believe it or not, sound is now a major point of difference amid today’s turbocharged age.

Theatrical and beguiling, the GranTurismo largely shirks the supercar elite’s use of new driver aids, tech functions and turbo engines. Instead, it takes it old school, solely relying on feel and feedback to communicate progress.

The GranTurismo wins points for its relatively spacious 2+2 layout, and subjectively, for its styling. The rear seat layout is capable of ferrying two adults around in relative comfort on shorter trips, something that cannot be said of many rivalling cars.

Worked effectively on a skid pan, the GranTurismo’s movements are predictable and the car is relatively easy to throttle steer, even withstanding its short wheelbase.

On circuit, the GranTurismo harnesses its heft amply, too, so long as you work with it.

Despite body roll and pitch, a lengthening brake pedal action and a considerable kerb weight, the Maser will deliver an admirable lap time and an obligatory smile with smooth movements and adjusted line selection.

The hydraulic steering system is infused with feel and feedback, transferring small nuances from the road into the driver’s hands, and weighing up amply through corners. It’s not perfect or entirely precise, but it feels organic.

Similarly, the engine and gearbox don’t tend to collaborate as effectively as rivalling cars – to the point where it’s easier to push across the gate to manual mode and shift for yourself.

Doing so ensures no sharp back-pedalling through the gears, and makes the most of the engine’s punchy mid-range reserves. Downshifts are complemented by automatic blipping, which only reinforces the car’s huge aural appeal.

Work the controls correctly and the GranTurismo will reach triple figures from rest in 4.7 seconds, hitting peak power and torque from 7000rpm and 4750rpm respectively. Middling revs are where the engine feels its strongest, pulling strongly towards the car’s redline.

There are no such rewards for the ham-fisted. The GranTurismo simply protests with understeer, tyre squeal and unnecessary front-to-rear lift under acceleration.

Why wouldn’t you purchase a GranTurismo? Dynamically, it’s a fairly blunt instrument.

But you’ve probably already established that; and granted, this is more grand tourer than all-out race car.

Similarly, the interior is feeling its age, with myriad hard-wired buttons, analogue controls and a dated climate control interface. Push-button start? No such luxury here.

Stumping up $350K for this level of equipment is slightly absurd, but then, no-one buys a Maserati for its switchgear.

With a production end date now within sight, expect the last shipments of GranTurismo and GranCabrio to land in Australia around mid-2020.

Sales figures aren’t massive for either car (58 combined annually), though demand could spike once enthusiasts get wind of the GranTurismo’s demise.

Since Maserati actively targets its cars as grand tourers rather than all-out track cars, the GranTurismo best suits those after gentle winding roads on weekends away.

The 260-litre boot will swallow a couple of overnight bags, and while we didn’t drive public roads on this occasions, experience shows the GranTurismo is reasonably compliant in its on-road ride and handling.

There is nothing logical about purchasing a supercar, but then there is even less logic around buying a GranTurismo. This is effectively a 12-year-old car (withstanding mid-life updates) with an older technology, inferior performance and an ageing interior.

But then, you turn the key and logic is quickly pervaded by a spike in revs before the engine settles into its lumpy idle. It’s a language even the iPhone generation can appreciate.

How much does the 2019 Maserati GranTurismo MC cost?
Price: $345,000 (plus on-road costs)
Engine: 4.7-litre V8 petrol
Output: 338kW/520Nm
Transmission: Six-speed automatic / manual
Fuel: 13.3L/100km (ADR Combined)
CO2: 331g/km (ADR Combined)
Safety rating: Not tested