2024 Maserati GranTurismo Defines Rolling Sculpture

Buying a sports car is a lot like collecting art: The pieces with the richest histories from the biggest names command the most money. For the upscale connoisseur, the 2024 Maserati GranTurismo and its roughly $175,000 starting price satisfies a collector’s desire for both beauty and speed.

While the all-new GranTurismo might not look much different from the previous generation, that was lead designer Klaus Busse’s intention. Rather than completely rethink the GranTurismo’s sheetmetal, Busse—who also created the stunning MC20—stretched and molded the previous-gen’s already shapely profile into one that could be roped off with “Please Do Not Touch” signs. The redesign helped lower the drag coefficient from 0.32 to 0.28, and an ever-so-slightly drawn-out roof has created enough rear headroom to where adults can actually fit.

Inside, the GranTurismo’s design is modern without being overwrought. From the supple driver’s seat, slimmer A-pillars improve forward visibility. The interior is draped in wonderfully stitched leather, as one should expect at this price point. A configurable 12.2-inch digital instrument cluster sits just beyond a nearly perfectly sized steering wheel. A 12.3-inch infotainment touchscreen resides in the center of the dash, featuring wireless Android Auto and Apple CarPlay smartphone mirroring. Those familiar with Stellantis’s Uconnect operating systems will appreciate the crisply rendered display and ease of use. Beneath the infotainment is an interactive 8.8-inch display that manages the climate control.

The biggest change to the GranTurismo comes from the powertrain department. Internal combustion is alive and well, even if it now plays second fiddle to the stupidly quick, electric, 818-hp Folgore variant. In place of the Ferrari-sourced V-8 of yore is the Nettuno, a twin-turbocharged 3.0-liter V-6 that debuted in the MC20 with 621 horsepower, albeit dialed back for GranTurismo use with smaller turbos and specific engine calibrations. The ZF-sourced eight-speed automatic gearbox is the sole offering, and to appeal to buyers who experience actual weather, the GranTurismo now comes standard with all-wheel drive.

Mild-ish Modena

The Modena trim is the bottom rung of the GranTurismo ladder. In its humblest form, the twin-turbo 3.0-liter produces 483 horsepower and 442 pound-feet of torque, but even this output surpasses the previous generation’s 4.7-liter V-8. Under load and at slower speeds, the clamorous pre-chamber combustion we experienced in the MC20 is nonexistent. Cruising along the autostrada on the outskirts of Rome, the GranTurismo flawlessly executes its primary mission as a luxury grand tourer. With the drive mode set to Comfort, the least aggressive of its three settings, the four-seat coupe’s standard air springs float along the highway. The V-6 hums in the background, occasionally dropping down to three-cylinder operation when the engine load is light.

With a spin of the steering wheel’s rotary dial, Sport mode heightens the GranTurismo’s senses. The steering effort ramps up, the dual-mode exhaust is always open, and the electronically controlled dampers firm up. A press of the button within the center of the drive-mode dial toggles between two suspension calibrations; we generally preferred the softer setting. Whether left to its own devices or when you’re pulling on those large aluminum shift paddles, the ZF eight-speed automatic we know and love snaps off quick shifts with an affirming “BLAATT!” from the quad exhaust tips. If you’ve heard an Alfa Romeo Giulia Quadrifoglio, it’s a lot like that. With launch control active, Maserati claims the Modena will reach 60 mph in 3.9 seconds and continue to a top speed of 188 mph.

Turned-Up Trofeo

Taking it up a notch is the GranTurismo Trofeo, the highest-performing internal-combustion variant. With the boost cranked up, the twin-turbo V-6 leaps to 542 horsepower and 479 pound-feet, gains of 59 and 37, respectively. While the Modena relies on a mechanical limited-slip rear differential, the Trofeo gets an electronically controlled unit. The all-wheel-drive system functions primarily as a rear-driver, but as traction changes, up to 50 percent of the torque can be delivered to the front axle. With egregious use of the throttle, the Trofeo’s tail will wag, but the front axle keeps the thing on a leash.

The Trofeo model adds a fourth drive mode (Corsa) to the Modena’s three existing settings, and the electronic dampers pick up an even stiffer third setting. On the highway, the Trofeo exhibits the same cushy ride as the Modena, and the Italian hillsides reveal good body control, but the suspension’s most aggressive modes need some work. Even in the firmest setting, the vertical motions often feel underdamped.

Aside from some carbon-fiber exterior trim and specific interior bits, the GranTurismo’s Trofeo variant looks very much like the Modena, leaving it difficult to justify the $31,000 upcharge to roughly $206,000. Maserati’s claim of 3.5 seconds to 60 mph throws some extra salt in the wound too, considering the breakneck acceleration delivered by less expensive cars such as the Porsche 911 and Mercedes-AMG SL. The Trofeo will, however, reach a claimed top speed of 199 mph.

When it’s time to shed some speed, both the Modena and Trofeo use a Brembo-sourced brake package. Six-piston calipers clamp 15.0-inch cross-drilled rotors in the front, and four-pot calipers pinch the 13.8-inch cross-drilled rear rotors. The brakes are strong, but we’d prefer more bite over the dead feeling we get from the first bit of pedal travel.

When the 2024 Maserati GranTurismo arrives in the U.S. in the first half of this year, it may not win any speed records, but it’ll certainly turn heads. Inside and out, it’s a better GranTurismo than before—and with an entry-level price some $40,000 higher than the previous generation, it certainly should be.

Senior Testing Editor

David Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto.