Maserati GranTurismo 2007 Review - International

What we liked
>> Sheer sex appeal
>> Refinement, ride quality
>> Useable rear seats

Not so much
>> XXL steering wheel
>> Massive weight means it's not that agile
>> Could do with more grunt

OVERVIEW
Sometimes, the name really does say it all. Case in point: Maserati's new GranTurismo, which successfully rekindles images of the Latin grand touring tradition pioneered by its ancestors -- not to mention compatriots Ferrari and Lamborghini.

Conceived to sit (in terms of size/accommodation) between the existing GranSport coupe and Quattroporte sedan, the newcomer is pitched as a genuine four-seater with style to burn. Maserati execs are keen to stress the point that it's not designed to be an out-and-out sportscar, and it becomes clear why they say this after spending a few kilometres behind the wheel.

Although a new addition to Maserati's line-up, there are economies of scale at work here, as the GranTurismo's chassis and drivetrain are adapted from those of the Quattroporte (even though its body styling obviously doesn't have too much in common with the latter).

Measuring 4.88m long, 1.85m wide and 1.35m tall, the GranTurismo is shorter, narrower and lower than the Quattroporte, but its kerb weight of 1880kg means it's still on the portly end of the scale.

Having recently returned to profitability after a 17-year losing streak, the trident brand is keen to further grow its volumes via the GranTurismo, which is designed to entice buyers who might otherwise have bought a Mercedes CL 500, Aston Martin DB9, BMW 650i/M6, Jaguar XKR or Bentley Continental GT.

The Maserati coupe has classic GT proportions, with a long snout, 'coke-bottle' profile and neatly kicked-up tail. The sheer size of the car is disguised to a degree by the short front and rear overhangs and beautifully tapered styling.

PRICING & EQUIPMENT
The GranTurismo will make its maiden Australian appearance at the Sydney Motor Show in October, and deliveries are scheduled to start at the same time. A Maserati Australia spokesman says the car will initially be offered here in just one spec level, priced in the region of $300,000.

It seems the GranTurismo's styling alone has already won over many buyers, as this year's allocation has already been nabbed and the local distributor is now selling into next year.

Standard kit levels will include electrically adjustable everything, leather trim, multi-media interface, dual front, side and curtain airbags, 19-inch alloys (20s are optional), adaptive bi-xenon lights, stability control, ABS, six-speed auto with paddle-shift manual mode, limited-slip differential, plus other goodies.

Its circa-$300k pricing means the GranTurismo will assume the role of flagship/image leader for the marque -- alongside the range-topping version of the Quattroporte.

MECHANICAL
There's nothing dramatically new under the svelte skin of the GranTurismo, as its hardware has been largely pilfered from the Quattroporte.

That said, a few tweaks have bumped up the 4.2-litre V8's peak power to 298kW at 7100rpm, while maximum torque of 460Nm comes on tap at 4750rpm. These outputs are channeled to the rear wheels via the excellent ZF 6HP26 six-speed automatic (essentially the same unit offered in the Ford Territory/Falcon).

The longitudinally mounted V8 sits behind the front axle, which has enabled Maserati to conjure up an ideal 49:51 weight distribution (with a full tank of fuel, anyway) over front and rear axles.

Although the engine is essentially carried over from the Quattroporte, Maserati claims that for the GranTurismo it has been fine-tuned for sharper throttle response (+20 per cent in Sport mode).

The six-speed ZF auto has been configured to hold gears up to 7200rpm in Sport mode, so manually overriding the transmission isn't a necessity under most circumstances.

However, the paddle-shift facility is invaluable when attacking twisty mountain roads, as was the case at the international launch in Bolzano (more on this later).

Stopping power comes via Brembo brakes (330x32mm at the front and 330x28mm at the rear), but these have their work cut out in retarding the progress of the almost-1900kg GranTurismo.

Maserati quotes a 0-100km/h split of 5.2sec, but this sounds a tad optimistic based on our seat-of-the-pants feel. Overall fuel consumption is 14.3lt/100km (according to the manufacturer's figures), but this aspect isn't likely to be a key concern for anyone who can stump up $300k for the car in the first place.

PACKAGING
Having been conditioned to expect nothing better than token rear-seat accommodation in the vast majority of premium sports coupes, it's refreshing to find that the GranTurismo's back-seat jockeys are actually quite well catered for.

There's enough leg, head and elbow room for most individuals (barring rugby props, basketballers, etc) and the pews are reasonably comfortable, although the seat squab is a bit on the low side.

The rear seats are split by a central divider that houses a fold-down armrest, a pair of cupholders and an oddments tray. Rear-seat occupants can also control airflow individually via a pair of climate-control vents.

Front-seat dwellers have even less to complain about as the sports buckets are well contoured and visually pleasing. The dash and centre console are also well laid out and it seems the days of crook ergonomics in Italian cars are forever consigned to history.

That said, this tester wasn't a big fan of the extra-large steering wheel, nor the fact that the gearshift paddles don't rotate with the wheel. What's more, there's an excellent chance of dislocating your shoulder as you reach back for the seatbelt as a 'belt bringer' is a notable omission.

The GranTurismo's interior is trimmed in 'Poltrona Frau' leather, and the choice of 10 colours and the possibility of mixing these in countless combinations offers great scope for personalising your car.

Externally, there's a choice of 19 colours, and the 19-inch wheels (or optional 20s) can be had in a polished or 'Grigorio Mercury' finish. Even the brake calipers are offered in choice of five colours (red, yellow, titanium, blue and silver) as an alternative to basic black.

The GranTurismo's credentials as a practical conveyance are bolstered somewhat by the 260-litre boot, which the company claims is enough to accommodate two regular-size golf bags (being a golfer myself, I know this would only be possible if the woods were removed).

Alternatively, you could choose to stuff the boot with the custom-made Salvatore Ferragamo five-piece luggage set, which also figures on the car's options list.

SAFETY
The GranTurismo mightn't pioneer any radical new safety systems, but it isn't lacking in terms of active and passive safety gear either. The airbag quota comprises front, side and curtain 'bags and the seatbelts are equipped with the latest-generation pretensioner and load limiter.

Avoiding benders in the first place is the domain of stability control (Maserati Stability Program or MSP in its lexicon), which encompasses ABS and traction control.

The bi-xenon headlights are of the directional variety, which means they aim where the front wheels are pointing – handy on poorly illuminated back roads.

COMPETITORS
The GranTurismo will join a premium four-seater coupe segment that's dominated by the likes of the BMW 650i ($205k) and M6 ($275k), Jaguar XKR ($228k) and Mercedes-Benz CL 500 ($308k).

Of these rivals, the 298kW GranTurismo has the BMW 650i (270kW) and Mercedes CL 500 (285kW) beaten in terms of peak power, but it bows to the 306kW Jaguar XKR.

The fact that it has a smallish 4.2-litre engine means it's trumped by all three of the aforementioned in the torque department, and this is arguably what really counts in the real world. The Maser has 460Nm to call upon, but this is dwarfed by the Jaguar's 560Nm, the Merc's 530Nm and the BMW's 490Nm.

However, there's little doubt the GranTurismo makes a much more emphatic statement in terms of visual appeal -- and that could be a clincher for many buyers in this image-conscious segment.

Potential Maserati GranTurismo buyers may also choose to cross-shop it against the likes of the Aston Martin DB9 (from $330k), Bentley Continental GT ($375k), Mercedes SL 500 ($300k) and Porsche 911 (starts just under $200k).

ON THE ROAD
Getting into the GranTurismo takes longer than you might think, simply because standing next to it with drool dripping from the corner of one's mouth seems to be a prerequisite.

This scribe first laid eyes on the GranTurismo at March's Geneva motor show, where it took centre stage on Maserati's stand alongside a GranSport (a stunning looker in its own right). The overriding impression at the time was of how much more retina-popping impact the newer, larger coupe had than its sibling.

It's fair to say images of the car don't do justice to its in-the-metal appeal. The detailing and overall proportions of the GranTurismo are exquisite -- right from the protruding snout and large oval grille back to the pert, curvaceous derriere.

The way the outer edges of the bonnet rise over the wheelarches is classic supercar stuff and the trio of fender vents (borrowed from the Quattroporte) are also a pleasing retro-inspired touch. Put simply, there really aren't any awkward angles or creases that mar the GranTurismo's lines -- at least to this tester's eye.

Once underway, the first impressions are of sheer mass. Although the controls are well weighted, you can feel straight away the 1880kg GrandTurismo isn't a ripped and stripped point-and-squirt chaser. Now it's clear why Maserati's bods were so keen to emphasise that this is no sportscar.

The steering is accurate and well-weighted, but one really must question whether the large wheel from the Quattroporte really belongs in a coupe (even one with only moderately sporting aspirations). A smaller tiller would undoubtedly endow the car with a more wieldy, chuckable feel.

Grip levels aren't too bad, but the trick is to allow the car to flow through corners as it's not all that quick to change direction. A Renaultsport Clio 182 would undoubtedly have been quicker across some of the tight, twisty Italian mountain roads we traversed -- but, as mentioned earlier, that's not really the point with this car.

The GranTurismo is at its best when cruising at up to eight-tenths, allowing you to bask in its compliant ride, low noise levels and opulent cabin ambience.

The 4.2-litre V8 can spin to 7200rpm, but it has a more old-school, NASCAR feel to it than, say, the new BMW M3's frenetic 4.0-litre V8. The engine is smooth and sonorous, but the sheer weight of the GranTurismo means it feels a little overworked in certain circumstances, particularly when stacked up against the effortless oomph provided by the likes of the Bentley Continental GT's twin-turbo W12.

The brakes, too, seem wanting in their task of retarding the big Maser. Pedal feel is somewhat soft, and outright stopping power isn't as strong as might be expected.

No complaints about the six-speed auto, which is quick and responsive, especially if you take charge via the paddle-shift levers. Enthusiastic drivers will revel in the way the on-board electronics blip the throttle on downshifts, but it would have been nice if the paddles turned with the wheel -- as it is, upshifts midway through long sweepers are an awkward exercise.

Overall, we'd have to conclude the GranTurismo lives up to its name handsomely. It's a classic four-seat grand tourer in the true sense of the word. The only thing you need to remember is that it's not a sports car...

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