There has not been any hint of a retraction since Maserati restated in January that its future will be electric-only, commencing in 2028. And so while others have changed their tune as 2024 progresses and sales of EVs tumble in many countries, this marque continues to prepare for the end of liquid-fuel models being a little over three years away (it is assumed that ‘in 2028’ means 1 January of that year).
No mid-life facelift and a short production cycle?
The UK importer gave me the opportunity to spend a tiny bit of time in a Grecale as part of a media event, the sample car being in Trofeo specification. A quick reminder first of the basics. M182 – its codename – has been in production since the first quarter of 2022, its global debut having been in November 2021. Production takes place at the Piedimonte San Germano factory in Lazio, though Stellantis calls the factory Cassino.
Positioned originally as a smaller brother to the now discontinued Levante, this 4.8-litre long SUV comes with four choices of power/torque:
- 221 kW and 450 Nm turbocharged 2.0-litre I4 mild hybrid (GT)
- 243 kW and 450 Nm turbocharged 2.0-litre I4 mild hybrid (Modena)
- 390 kW and 620 Nm biturbo 3.0-litre V6 (Trofeo)
- 2 x 205 kW motors, combined 410 kW and 820 Nm, 105 kWh battery (Folgore)
Two platforms (well sort of)
Dino-juice variants send drive to the road via a ZF-supplied eight-speed torque converter gearbox, while every Grecale has four-wheel drive and uses the Giorgio platform. In the Folgore, however, what is effectively a bespoke architecture is employed, due to the floorpan being lowered. Ground clearance is therefore less than in the GT, Modena and Trofeo.
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By GlobalDataThink of this model as a competitor for the way higher volume Macan. Which is likely how Maserati sees it. The chassis dynamics are just about as good as those of the aged ICE Porsche too – I am yet to try the newer and different platform EV.
Nettuno 3,000 cc V6 somehow sounds like a V8
The brief drive was enough to enjoy the fantastically fruity exhaust note of that engine. Even observing the 20 mph limit (honest, why risk getting kicked out of the event?) in the tunnel below the Thruxton track and runway was fast enough to hear its delights. Out on the open roads not too far from motor racing circuit and small airport, the Trofeo showed its pedigree.
Of course this is an SUV with a way higher centre of gravity than any Maserati sports car. Yet it gripped every wet road beautifully, steered accurately and leaned little in the one roundabout I could find. All too soon it was time to return to base.
Stitching matched to brake callipers
A quick glance around the leather-lined cabin showed me yellow-stitched trim, a digital panel below the touchscreen loaded with HVAC controls and the P-R-N-D/M buttons unusually positioned in a row between the two. Doors open via a press on an illuminated circle.
Start/stop is a small, round button (a real one) below one side of the steering wheel spokes with an identically sized dial on the opposite side. This is for Drive Mode and I kept it in Sport, not wanting to deactivate the main safety systems when there was so much rain. Other modes are OFF ROAD, COMFORT, GT, SPORT and one other, for track days.
Conclusion
Dynamics settings dialed to CORSA, the Trofeo would be most entertaining I suspect. Oh the irony of having the entrances to a track and a runway mere metres away from where the Grecale drive officially started and ended. But not available for this Maserati on this day. Public roads were the next best thing and on these sodden surfaces, it was nothing less than splendido.
As tested, the Grecale Trofeo costs GBP109,360, including a base price of GBP98,640 plus GBP6,880 for Personalization [sic] and GBP3,840 for ‘total taxes’. Top speed is claimed to be 177 mph, 0-62 takes a stated 3.8 seconds, while Combined CO2 and MPG are 254 g/km and 25.2 mph respectively.