MORE MAGGIORE, Italy — Controlling the Maserati GranCabrio Folgore on its picturesque home turf, and studying Maserati’s press materials, I’m convinced the Italian automaker has buried the lede. Especially when every automotive journalist questions a pricing strategy that a number of Gran Turismo coupes and GranCabrio Convertibles that top $200,000. That puts you in Cloud 9, Bentley and Aston Martin territory. To counter the whispers, here’s the part I’d like to shout about: The GranCabrio Folgore is the world’s first and only luxury electric convertible. That alone might intrigue some free-spending, first-on-their-block buyers.
Next up, Exhibit B: Like the plug-in GranTurismo coupe, the convertible will out-accelerate any competitor Bentley Continental GT or Aston DB12, a margin that grows positively as speed increases. A rocking 750 horsepower and crushing 995 pound-feet of torque will do that. This Italian track is also noticeably more agile and better connected to the road than the isolated Bentley droptop, and easily on par with Aston’s best GTs. That includes a Trofeo gasoline version whose 4,316-pound curb weight undercuts a GT Speed convertible by more than 1,100 pounds; mated to 542 horses from the twin-turbo 3.0-liter Nettuno V6, a detuned version of the engine in the MC20 supercar.
This Italian sexpot is arguably a better-looking car than the Bentley, and almost as striking as the Aston, judging by the public reaction to our convoy of beautifully painted models: rose gold was a knockout example, along with a deep blue with metallic flakes called Night Interaction, a burnt orange and a sizzling red. Everything except bright yellow, Thank you.
The Maserati also has more passenger space than the British duo. It’s a legitimate four-seater with room for two adults in the back – after a bit of space sharing with the front seats – versus a Bentley or Aston whose rear seats are glorified parcel shelves. Finally, Maserati’s vibrantly realized electric powertrain advances the technological future, where Bentley and Aston’s relatively small corporate V8s are firmly rooted in the past. So that’s four objective wins for the Maserati, in key areas that I assumed automotive journalists also cared about: power and acceleration, sporty handling, interior space and technology.
Frankly, the Bentley’s only defining victory is the beautifully designed vehicle London library that doubles as a car interior. The Aston’s cabin also outshines the Maserati’s in materials and finish. So score one win for Team Brexit and four for Maserati. Hmm: Maybe the Bentley and Aston are too expensive?
That last one is of course an ironic remark. Bentley and Aston can charge what they want because of their brand cachet, however shaky it may sometimes be. Stellantis’ Maserati brand is not in such a position; its opaque reputation is further clouded by lukewarm models like the Levante And Ghibliand one egregious one Four doors sedan, all out of production and unlikely to be missed. The brand is determined (once again) to improve those perceptions, by focusing on seemingly disparate SUVs and supercars.
The GranCabrio is a different Maserati. An opening ride along the western shore of Italy’s Lake Maggiore, a holiday paradise just north of Milan, the Maserati lets its GT role play to the max. A form-fitting soft top folds down in 14 seconds and closes in 16 seconds, at speeds up to 50 km/h. Behind that imposing trident grille, a ‘cofango’ hood is formed from a single piece of aluminum, eliminating unsightly cut lines across an area of more than three square meters. The Maserati looks elegant yet powerful, with four flowing fenders and an attractive silhouette with the roof up or down.
In the petrol Trofeo, the compact V6 is located completely behind the front axle. That allows for a sexy squat front end and hood that would have been impossible with a V8, and makes room for a live front axle. Trunk space suffers a bit versus the coupe, maxing out at 6.1 cubic feet with the top up, or 4.6 cubic feet with the roof tucked.
The start is a great chance to soak up the morning sun and listen to a Sonus Faber sound system from the British audiophile firm, which is among the best and clearest I’ve ever experienced in a convertible. Even at motorway speeds, music sounds like, well, music. At any speed, on any road, this GranCabrio is a joy to drive, or to sit in as a passenger: fluid and relaxed, but ready to spring into action and fly through those coastal bends.
The Folgore puts a trio of electric motors to work, each rated at 300 kilowatts. In GT mode, the GranCabrio prioritizes front-wheel drive to conserve energy. Sport and Corsa modes bring in contributions from two rear electric motors, mounted inboard to improve balance. Those three radial motors can generate up to 1,200 horsepower, but are limited to 750 total wheel horsepower per battery capacity. Compact silicon carbide converters increase fast energy conversion and performance.
An 800-volt architecture enables DC charging of up to 270 kilowatts, right on par with the industry’s fastest-pulling EVs. With a free Level 2 wallbox you can charge up to 11 kilowatts at home. Maserati estimates a range of 450 kilometers under the European WLPT cycle, which should equate to a range of approximately 260 kilometers under the European WLPT cycle. Environmental Protection Authority‘s more realistic estimate.
Try these numbers to get an idea: At just over 5,000 pounds, Maserati’s all-electric convertible weighs about 200 pounds lighter than Bentley’s. on petrol Continental GT Speed convertible. That’s a first for any apples-to-apples, EV vs. ICE comparison. Part of the credit goes to a weight-saving, largely aluminum chassis with flecks of magnesium. Combine that with 750 horsepower and 995 pound-feet of eye-popping torque, and it’s the definition of an unfair ICE battle.
A company-estimated 2.8-second to 60 mph feels like sandbagging based on the seat of my pants. A 9.1-second to 124 mph beats even Porsche’s Taycan Turbo S coupe by 0.5 seconds. And it will pass 4.5 seconds faster then that 650 hp GT Speed convertible. Bye Bentley.
In terms of its feathered nature, the Trofeo weighs about 520 kilos less than the Bentley convertible. This means that this Italian GT has an acceleration that is comparable to that of more powerful petrol engines, and an agility that you cannot match.
That blistering acceleration isn’t some one-note gimmick. Unlike EVs with skateboard platforms—which push rooflines awkwardly higher—the Maserati integrates 92.5 kilowatt-hours of LG Chem pouch cells in a T-shape along the center spine and behind the rear seat. Coupe or convertible, Maserati lays claim to the lowest-riding EV in the industry. With more battery mass centered inside the car, the Maserati engages with remarkable eagerness and avoids the dull understeer that plagues many EVs as they approach the limits. Add to that excellent suspension tuning and balance, with a 48/52 percent split between front and rear, and the Maserati leans decidedly toward the sporty end of the GT spectrum without sacrificing ride quality.
The steering is a highlight, a sommelier-level pairing with the Maserati’s creamy but snappy electric powertrain. That steering is light, connected and natural, without the numb or synthetic on-center feel that mars many electric vehicles. In the highest compliment, the GranCabrio simply drives like an Italian car. I’ll say it again, after having driven both a coupe and a convertible Folgores: the Maserati handles better than a Porsche TaycanAnd it raises the bar for other electric vehicles, including everything from Dodge, Jeep and other Stellantis brands.
If only the interior felt as rich as the performance. A predominantly traditional GT cabin that would pass muster for, say, $100,000 or $120,000 invites more skepticism and criticism at these prices. The plastic dashboard switches for the transmission that feel soft to the touch are the biggest culprit, followed by switches for windows and steering wheel that seem to come straight from the Stellantis parts bin. The leather is certainly lush, including a bright red festive wrap in the Trofeo we tested. A digital version of Maserati’s traditional analog clock also displays data such as g-forces. A clever “saddle-shaped” screen ensures that none of the display elements are blocked by the steering wheel. The Folgore features the exclusive Econyl, a neoprene-like fabric whose fibers come from old fishing nets, carpet and other recycled nylon sources.
The dual center screen of the Stellantis-based infotainment system remembers an oversized flip phone, integrated into the lower dashboard and making room for a small console compartment. A hellish haptic slider controls the volume, the display becomes ugly in sunlight, but a second volume control is located behind the steering wheel.
On a tight mountain climb and descent near the Swiss border, the Folgore comes into its own, a near-silent magic carpet ride that glides through corners at speeds that could make Aladdin wet his pants. Grip is suitably monumental, with Maserati eschewing all-season or energy-saving rubber for summer-ready Pirelli P Zeroes, spread across 20 inches up front, 21 inches at the rear. A well-chosen EV audio soundtrack hums sweetly and avoids EDM gimmicks. The regenerative brakes, operated via Ferrari-esque metal paddles, could use an extra setting for one-pedal driving, but their three settings offer a reasonable range between pure coasting and heavy deceleration.
Now, while you’re seated, let’s review pricing: The GranCabrio Trofeo starts at $193,995 (including $1,995 destination), or $206,995 for the electric Folgore. I won’t vigorously defend the gas Trofeo at that price; despite its capable, competitive performance, it’s not as unique and special as the Folgore.
It’s fair to question Maserati’s stratospheric pricing strategy. But you can’t question the performance and technological bona fides of the Folgore, which objectively matches or exceeds anything in its class. When we talk about electric convertibles, this is currently a class of one. That makes the Maserati a unique alternative to, say, a Porsche Taycan Turbo S. And let’s be clear: no one sells more than a few thousand GTs per year in any price segment. Last time I checked, no one is walking around claiming that Bentley, Aston Martin or Porsche are great financial assets. Since most of us can’t afford any of that, an extra-expensive grand tourer doesn’t hurt anyone.