Maserati Levante S 2018 Review

When Maserati’s Levante SUV landed on the stands of Geneva, in March last year - brandishing the tagline ‘the Maserati of SUVs’, no less – the anticipation was huge.
“Significantly better” than the Porsche Cayenne, then Maserati boss Harald Wester promised. The “sportiest” offering in its segment, even.

But what arrived on Australian shores last year didn’t quite live up to the hype. In a bid to serve the bulk tastes of the luxury SUV market, rather than the outright purists, Maserati overlooked its heritage of petrol internal combustion, instead opting for a diesel powertrain only in the Australian Levante.

The 3.0-litre oil-burner was met with mixed fanfare, and not because it wasn’t any good. It just didn’t feel like a Maserati SUV. And what’s more, Australia’s insatiable appetite for diesel has waned in wake of the Volkswagen diesel scandal.

The tide has now turned. Meet the second coming of the Levante. The real Maserati SUV.
The biggest change comes in the form of a new twin-turbo V6, but there are other meaningful updates to the Levante’s steering, brakes and suspension and safety suite.
Our full pricing story has the run down.

Pricing for the V6 starts at $169,990 plus on-road costs – a $30,000 premium over the base model diesel.

The V6 Levante is available in three grades: S, GranLusso and GranSport. The latter two add a $10,000 premium to the price, bringing added equipment and trim.
The low down

A twin-turbo V6 may sound a couple of cylinders short of a genuine Maserati but we can attest that this one is the real deal.

Built by Ferrari out of their Maranello headquarters in Italy, the 3.0-litre unit produces 321kW and 580Nm, enabling a 5.2 second blast to 100km/h and a 264km/h speed ceiling. For reference, that’s 1.7 seconds faster than the diesel, while the speed cut out is some 30km/h higher.

The added firepower is matched by a new electrically-assisted power steering system that promises to usurp the rack rattle and kickback tendencies experienced in earlier hydraulically-equipped Maseratis – importantly, without losing feel and feedback. The steering system enables a suite of new driver aids including automated emergency braking, radar cruise control, active blind spot detection, lane keep assist and highway assist (which keeps the vehicle in its lane).

The Levante S also scores an upgraded braking package comprising 380mm front discs wrapped with six-piston calipers, along with 330mm rear disc brakes. Staggered wheel 20-inch wheels (265/40 up front and 295/40 at rear) are shod with Continental rubber.

Those changes reinforce a carryover 50:50 front to rear weight split, the lowest centre of gravity in its class and a car-like 0.31Cd drag co-efficient.

Elsewhere the S carries over with a six-level air suspension, offering up to 80mm of height adjustment, while its rear-biased all-wheel drive system more than proved its mettle at the international drive in the Dubai sand dunes. It can tow a claimed 2700kg braked.

Inside, the Levante lives up to the Trident badge. Sumptuous materials, a large 8.4-inch touchscreen complete with Apple CarPlay and Android Auto, enough room for four adult passengers and a sizeable 580 litre boot. Of the current Maserati range, the Levante offers the most convincing interior presentation…

Granted, there are some uninspiring plastics, and a strong familiarity with lesser Fiat and Chrysler products, but then you could say the same of rivalling products.

We took more issue with the lack of bottle holders in the door pockets

On the road
Time for a drive. Shift the eight-speed auto into D… No, that’s neutral; no, too far the other way, that’s reverse. Ah, there you go. D.

Like the Levante’s cousin, the Jeep Grand Cherokee, the Levante’s P-R-N-D ratios stacked too closely on the shifter. It’s a finicky operation.

Anyway, by this stage the S has already affirmed itself as the genuine article. The twin-turbo six sounds much more convincing than the equivalent diesel, offering a terrific rasp at idle and on the move – especially when Sport mode is engaged, opening the valves to provide the shortest possible outlet to the quad tips.

And like the diesel, the S is a compelling everyday cruiser. The ride is quiet and serene, occupants are nicely isolated from the outside elements and the steering feels light during low-speed manoeuvres.

Despite its 5.03-metre length, the Levante shrink wraps itself around the driver: no mean feat for a circa 2100kg machine. The ride ekes no nasty surprises, reflecting bumps in the road accordingly – with the exception of larger hits, which feel more prominent.

The V6 is quite a useable device, too. It develops power early and easily, finding peak torque from below 2000rpm. Planting the right foot to merge onto a highway, speed piles on effortlessly as the eight-speed automatic gently cycles through its ratios.

Headed for the hills
The first real test of the V6 comes in the form of a small hill climb outside of Bathurst this week.

It responds enthusiastically.

On smooth surfaces, the Levante S feels well tied down, the steering offers adequate levels of precision and accuracy (we cannot question the move away from hydraulic; it wasn’t that great in earlier Maseratis and the benefits of electric are ten-fold) and the big Maser channels drive cleanly to the ground, relying predominantly on the rear tyres and calling on the front when needed.

The engine really comes to life under full throttle, making light work of that slabby kerb weight to lull occupants into the back of their seats. There is a slight whiff of turbo lag at low throttle and the eight-speed isn’t the quickest going, but it’s a stonking drivetrain nonetheless. The sound? Scintillating; genuine Maserati.

Things unravel slightly on rougher roads, where the S cannot quite impart the same unshakeable stability of the Porsche Cayenne. Here, there steering conveys more feedback from the road and the high-rider tends to skip over mid corner bumps. It just doesn’t hunker down and push on like the Porker would, and its weight feels more pronounced, telegraphed by a lengthening brake pedal action under repeated duress.
But the sound of the S reminds you you’re in something special. Ditto the real-world fuel use, which averaged at 17.5L/100km over our 250km loop, including a lengthy stint of hooning.

Verdict
Let’s not beat around the bush: this new V6 is the engine the Levante always needed.

That it costs an additional $30,000 over the equivalent diesel shouldn’t matter to enthusiasts.

This is the car engineers wanted, and it shows in the finished product.

2018 Maserati Levante S pricing and specifications:
Price: from $169,990 (plus on-road costs)
Engine: 3.0-litre twin-turbo V6 petrol
Output: 321kW/580Nm
Transmission: Eight-speed automatic
Fuel: 10.9L/100km (ADR Combined)
CO2: 253g/km (ADR Combined)
Safety Rating: Five-star ANCAP