• HOME
• 
• AUTO LISTINGS
• 
• FINANCE
• 
• NEWS
• 
• DIRECTORY
• 
• REVIEWS
• 
• FORUM
• 
• BLOG
• 

2008 Maserati GranTurismo Road & Track Test

The more I look at Maserati's new coupe, the more I can't help falling for it. And dare I say this could pose a problem, of course, as the last time I felt like this about a

Simply gorgeous. (Photo: Trevor Hofmann, American Auto Press)

Trident-badged, two-door sport coupe, I bought it.

Maserati's new GranTurismo is certainly something special, a feast for the eyes, for sure, and almost gluttonous to every other bodily sense. I snatched the keys to my sample in Monterey, California recently, and took it on an extended drive down that city's winding Oceanview Crescent along the rocky coastline and then inland over some serpentine mountain roads, all in an attempt to wring out any weak elements and cause it to fumble on its foibles. No stumbling here, however, as the GranTurismo has next to no faults, which if it were any other car might make for a rather boring review. But this is no ordinary car now, is it?

Truly, if you want to stand out in a crowd that is currently replete with competent if not ubiquitous Porsche 911s and Mercedes-Benz SLs, the GranTurismo is for you. While prettier than most anything else on wheels, it's also

Oceanview is a slow but picturesque drive. (Photo: Trevor Hofmann, American Auto Press)

ridiculously exclusive to the point that you might never see one in your city at all, let alone parked next to you at the golf club. And the looks you'll get while driving it... well, let's just say that they run somewhere between pure envy and absolute admiration. It's a car that not only shows that you've arrived, but tells all comers that you don't plan on playing the game by their rules... or any rules for that matter.

I suppose I broke a few rules while Maserati's coupe was in my possession. Nothing that could be deemed dangerous, mind you, but some people do get steamed after getting passed by a car that they'll probably never get the chance to sit in let alone own. Yes, I knew that I'd have opportunity to stretch its legs at Laguna Seca raceway the following day, but c'mon, how was I supposed to hold back to the California limit with 405 eager horsepower growling away under the car's long, luscious hood.

And

Stunning design sports classic Maserati details. (Photo: Trevor Hofmann, American Auto Press)

move along it does, with such effortless grace that I had to remind myself I was belted into an exotic sports coupe rather than a luxuriously appointed supercar. I suppose Maseratis have always been a cut above. My '67 Mexico Coupe made equivalent Ferraris of its day look a bit low rent, what with pigskin hides, mahogany planks and Wilton wool carpets throughout, not to mention a quad-cam V8 that was a great deal more sophisticated than the average prancing horse's single-cam V12. Don't get me wrong, I love Ferraris. It's just that my Mexico was a much pricier and much more exclusive ride than a 330 GT of the late ‘60s, although the tables have certainly turned today. While the new GranTurismo retains exclusivity, it's much more affordable than what Ferrari has to offer in this market, and while giving up little in performance to the 612 Scaglietti, especially in the corners where I dare say the Maser feels more balanced and less likely to understeer, it's also arguably more attractive from every angle.

I

The GrandTurismo's grille was inspired by the classic '54 A6GCS. (Photo: Trevor Hofmann, American Auto Press)

don't think I'm going to get a lot of argument on this point, even from Ferraristi, and this reality becomes even more apparent when inside. The GranTurismo sports a truly elegant cockpit, mixing in traditional hand-stitched Italian leathers, glossy woods and bright work with myriad buttons, knobs and switches, enough to make a master of wristwatch complications wriggle with excitement. The dash shows an extravagant bow in the middle, where a jewel-like analog clock reminds of simpler times, as does the bright metal Maserati script, identical to that in my Mexico. Chrome trimmed buttons give a retro twist, while an electronic parking brake nestled into the center console makes it obvious improvements have been made over the last forty some years.

You laugh, but under previous parentage the Maserati marque was severely lacking in major upgrades. I remember when eyeing a mid-80s Quattroporte during a late-90s jaunt to LA, I was surprised to see its engine bay looked remarkably similar to my '67. The quad-cam V8 was slightly larger to compensate for smog prevention add-ons, but the rest was pretty well identical, right down to the glass fuel filter jar. Some knock then president/owner

As beautiful inside as it is on the outside. (Photo: Trevor Hofmann, American Auto Press)

Alejandro de Tomaso (1928 - 2003) for diluting the brand with the Biturbo, but I think the man should be praised for keeping Maserati alive during a time when most wouldn't have had the courage. The Italian carmaker's current familial ties are much more suitable, mind you, with Ferrari supplying engines and other mechanical components while Fiat oversees everything else, like making sure the money's there to pay for it all.

Part of that parental guidance allowed for a fresh new transmission, first offered in Maserati's Quattroporte sedan. The six-speed automatic, co-developed with ZF, is a mechanical marvel, reacting to driver input in an almost uncanny ability, a mind-reader seemingly capable of knowing each thought and every desire before fingers find the paddles. Yes, like any grand tourer worth its salt these days, the GranTurismo gets large F1-style paddle-shifters, allowing for a more hands-on approach to swapping cogs than possible with an automatic shift lever or steering wheel buttons, but that's

An absolutely brilliant tranmssion comes standard. (Photo: Trevor Hofmann, American Auto Press)

not the only reason it impresses. The gearbox operates in four modes, including normal, for everyday driving; sport, which shifts at higher engine speeds; manual, for the aforementioned paddles as well as the console-mounted shift lever, if so desired; and ice, which overrides first gear to start out in second, and then shifts at 3,000 rpm to compensate for slippery conditions. In my favorite mode, Sport, intervals are immediate and positive on the up-shift, yet smoother than most anything else that goes about its business as quickly, while downshifts happen equally fast with the added excitement of little blips of the throttle, making even mediocre drivers sound professional.

While the first part of my journey was more of a series of photo ops than anything sporting, the GT came alive when tourists departed and the road opened up. Its scintillating 405-horsepower 4.2-liter V8 reminds more of my '67 than any modern-day Ferrari, despite the engine's origins, its throaty growl menacing and lowdown thrust soul stirring to say the least. Still, when the revs start to rise it's not difficult to hear a little prancing horse whinnying under hood, a sound that's so intoxicating you'll find yourself searching out tunnels and overpasses, dropping the windows and flooring it from standstill.

On that note, zero to sixty arrives in a scant 5.1 seconds, not the quickest GT around and even a hair over the old GranSport coupe, but plenty of fun just the same. And while some rivals offer more power, none of the Germans come standard with a 177 mph top speed; each artificially regulated to 155 mph. I've heard some pundits criticize the GranTurismo for a lack of midrange punch, disgruntled that the engine needs to rev past 4,000 before extracting the majority of its 339 lb-ft of available torque, which peaks at 4,750 rpm. OK, more output is always a good thing, but not wanting to rev an engine that sounds this sweet is missing the point entirely. Then again, way down around 1,000 rpm

For such a large car, its level of grip is otherworldly. (Photo: Trevor Hofmann, American Auto Press)

there's 220 lb-ft ready to go, and from 3,750 to a rather lofty 7,200 there's almost anywhere from 295 to its peak of 339 ready and willing. I certainly didn't feel slighted for power... no, not in the slightest.

The GranTurismo's handling setup is equally addictive to its straight-line acceleration, although the mountainous side roads surrounding Monterey proved much more suitable for testing this aspect of its character than anything underground. While not as purely sport-oriented as the outgoing GranSport, being that it's much larger and about 440 pounds heavier, not to mention a mere 242 pounds lighter than the Quattroporte sedan of which it shares much of its overall architecture, the new coupe feels just as capable as the old coupe with the added bonus of superior ride quality that comes from its much longer wheelbase and greater overall rigidity; it's even 30-percent more rigid than the Quattroporte. The GranTurismo soaks up road irregularities wonderfully, cosseting driver and passengers in total comfort, yet it tackles twists and turns like there's no tomorrow, feeling like it can overcome any overzealous move you can throw at it. Not a good idea, of course, in even the best of sports cars, yet deft manners and myriad electronic driving aids, from traction and stability control to Maserati's patented Skyhook active suspension system, keep it glued to the tarmac, no matter the weather conditions... or so I'm told; it being balmy for my entire two-day drive.

Skyhook? Yes, while an independent double wishbone setup promises the ideal ride and handling compromise, Skyhook takes care of adjusting shock firmness automatically, while managing anti-squat and anti-dive characteristics normally associated with larger, heavier cars. The GranTurismo, therefore, delivers the poise of a sports car with the cool, composed characteristics of a classic GT. Its 49:51 front-to-rear weight-distribution doesn't hinder matters either.

It

A name that cut its teeth on the racetrack. (Photo: Trevor Hofmann, American Auto Press)

was hot and sunny during my two-day test in Monterey, which I'm thankful for, having never negotiated Laguna Seca before. Odd, I know, with all of the drive programs I've been on and the many racetracks I've enjoyed over the years, from Mont-Tremblant to VIR, Road Atlanta to Willow Springs, it was about time I experience the famed “Corkscrew”! I wouldn't say that Laguna Seca is the most technical track I've ever driven (Barber Motorsports Park just outside of Birmingham, Alabama would probably take that one), no, not in the slightest, but it's high-speed stretches and long, off-camber curves proved ideal for a grand tourer like Maserati's new coupe. Even the Corkscrew, albeit initially intimidating due to a couple of quick esses amid a rollercoaster-like freefall followed by a diving left hand sweeper and a fast right, was relatively easy to manage thanks to the GT's quick transitional response and superb overall balance. Passing slower cars was hardly a problem either, so we were never held up, especially down the front straight where we managed speeds that would make the hairs on the

The details are exquisite. (Photo: Trevor Hofmann, American Auto Press)

back of my neck stand on end if done with a less stable car. The Maserati coupe handled it all with ease though, turning what would otherwise be overwhelming into an almost anticlimactic experience. Almost.

I could never call a day with the GranTurismo anticlimactic, after all, it's just that it does everything so well, seeming so effortless in its every move, that if it weren't for all of its auditory sensations, the intensity of Gs tugging on my neck during cornering, the sheer power of the brakes at full stomp, or the whack in my back when delving into the throttle, not to mention the resplendent luxury surrounding my every movement, I might have been bored. No, we'll leave such yawn inducing provocations to the Germans, as this hot-blooded Italian is anything but boring. Truly, Maserati has once again created a masterpiece of modern mechanics, a superb car that few rivals can measure up to let alone best. How do I really feel?

OK,

You won't fit so comfortably in the back seat of most competitors. (Photo: Trevor Hofmann, American Auto Press)

you've caught me in one of those rare moments when I'm thoroughly impressed. And I haven't even mentioned that the rear seats actually fit real adults, and the trunk, at 9.2 cubic feet isn't particularly large but good enough for two sets of golf clubs or a weekend's load of luggage. Then again, its infotainment system is a bit complicated to use and the car doesn't come with all of the high end gadgets some buying into this class expect to get standard, like massaging, adaptive, or cooled seats, adaptive cruise control, night vision or a lane departure system. So how do I feel about that? Whatever. I'm a little sick and tired of cars that are smarter than me anyway. Personally, I'd take mine without the navigation system if I could, just to get back to the pure elements that make grand tourers grand. In my view there's little that could make this car better, other than an “S” tagged onto the GranTurismo badge... hmmm, it's time to call up the folks at Maserati and investigate further. I'd better be careful though, as a little more research just might find an ‘08 GranTurismo permanently parked next to my '67 Mexico, and in an office in downtown Vancouver a harried financial planner busily restructuring my retirement plan.

Page:  1

AUTOMOBILE REVIEWS BY MAKE

Acura  Audi   Bentley   BMW   Buick   Cadillac   Chevrolet   Chrysler   Daewoo   Dodge   Eagle   Ferrari   Ford   Geo   GMC   Honda   Hummer   Hyundai   Infiniti   Isuzu   Jaguar   Jeep   Kia   Lamborghini   Lexus   Lincoln   Lotus   Maserati   Mazda   Mercedes-Benz   Mercury   MINI   Mitsubishi   Nissan   Oldsmobile   Plymouth   Pontiac   Porsche   Saab   Saturn   Scion   Subaru   Suzuki   Toyota   Volkswagen   Volvo