2006 Maserati Gransport Review

Maseratis Grand Tourers Win Over with Performance, Refinement and Class

If you were in the market for a luxury sports car, something in the $80K-and-up range, would you consider a Maserati? If youre like most people youd probably figure on the vaunted marque being too expensive, and while its least pricy model, simply named Coupé GT, starts at a significant $79,900, when you stack up its standard features and heady performance beside rivals, it actually looks pretty reasonable. But then again, who worries about value for money in this range? Youd be surprised.

Fortunately, those who might choose the Maserati for pragmatic reasons wont be let down with regards to its other attributes, as even the least of cars that wear the famed Trident badge delivers everything and more than most would expect from a top-tier sports car. And by more I mean more luxury, more performance and more style.

Italian carmakers have long bridged the gap between German efficiency and British opulence, and the new Maserati GranSport Coupé and Spyder, the top-line versions of the entry-level model, epitomize this philosophy. From the outside, chrome sparkles effervescently where a Teutonic roadster might feature stoic matte black trim, while the Italian cars overall shape is understated elegance. Inside, its rich fabrics and leathers, plus fine metal detailing are as sumptuous as anything from jolly olde England yet the design is riskier, and depending on color choices, sometimes downright flamboyant.

I tested a couple of different versions, one dressed in gorgeous light-blue metallic exterior paint and, complementing this, a rather over-the-top light blue hued cabin with a racy woven cloth dash insert. OK, this one wasnt for me, but I can appreciate that there might be someone who finds it the cats meow (Robin Williams character from Birdcage - how fitting being a Maserati - comes to mind). Fortunately, Maserati was just providing a sample of its bespoke program that allows owners to pick and choose from a palette as varied as color combinations are possible, plus interior packages that can be tailored to suit individual tastes. Even the brands car configurator available at www.maserati.com features more possibilities than any other build-a-car application Ive ever seen. Try it out, you can even change the caliper color in the photo, or replace the silver Trident badge with a gold one… how 80s.

I suppose Im more of a traditionalist, liking my Italian cars with classic tan leather interiors, and sometimes, even a trace of hardwood. My 67 Maserati Mexico originally had natural pigskin hides and a mahogany dash, after all, although some git died the leather dark red and painted the exterior a dark Mercedes blue somewhere along the way, and while still attractive, it is hardly the way I believe Vignale, the cars designer, had initially envisioned it.

Fortunately, the questionable paint and interior color scheme didnt play havoc with my Mexicos powerful 4.7-litre quad-cam V8. Even by todays standards its a force to be reckoned with, but then again its 300 or so horsepower hardly compares with the GranSports 395-horsepower 4.2-litre V8. The quad-cam, 32-valve engine, if you werent aware, comes via a technology partnership with Ferrari; although up until recently Ferrari owned the Trident marque… that is until Fiat, with newfound riches that came from a well-orchestrated, or more likely a ruddy fluky deal with GM, pulled Maserati away from the prancing horse brand in order to align its future projects with Alfa Romeo, or something like that.

At this point, I think its important to pay tribute to Maseratis past, at least when it comes to engine development. When the first Mexico debuted in 1964 as a 1965 model, it was one of few road cars that offered a quad-cam V8. Certainly dual-overhead cam technology was available with Alfa Romeo and other (mostly Italian) manufacturers, but not many automakers had fused the two high-tech banks of cylinders together into a V-formation. Even vaunted Ferrari mostly offered single-overhead cam technology with its lovely V12s, while you could pick up a humble four-door Quattroporte a year prior to my Mexico with the much more advanced powertrain. The Maserati (Mexico in this case), mind you, was quite a bit more expensive than a comparable Ferrari of the era.

How times have changed. The most accessible Ferrari now costs a sweet $168,005, and we already know a Maserati with Ferrari technology can be purchased for almost exactly half that price. While Im not going to try and compare an F430 to a Coupé GT, or a Spider to a Spyder for that matter, the Maserati is every bit as formidable in its Grand Touring market segment as the F430 is in its exotic sports car category. The GranSport just cranks up that capability a tad more, and as part of the package treats its fortunate owner to some extra flash and features.

I already mentioned the Blu Metal (Metal Blue) fabric that covered the dash of one of my testers, but didnt go on to explain that tasteful hides, carbon fibre accents and woods can be added at will, while the same unique seat piping color can also trim the centre stack. That fabric, which is standard, can also be had in Grigio Nickel (Nickel Grey) or Nero Competizione (Competition Black). The dash plastics are all top-quality, as is the switchgear.

I certainly found the drivers seat comfortable, and capable of holding my rear in place during aggressive maneuvers. Theyre power adjustable, of course, and can be had with heated cushions from front occupants plus memorized settings on the drivers side.

Maserati has trimmed the GranSports centre tunnel in carbon and leather, while tasteful chrome surrounds the Cambiacorsa control selector and the secondary commands.

Primary control switches, including the blue Start button are positioned closer to the driver, while the climate control and CD player switchgear are integrated within a carbon panel on the centre console.

The main interface between man and machine, a gorgeous three-spoke steering wheel, features a moulded rim wrapped in perforated leather with carbon accents, and felt at one with this scribe. Peering through the spokes will find blue-faced gauges with white graphics, a nice touch that minded me of expensive wrist watches. Speaking of watches, the GranSports analog clock at dash-central is shaped like the brands badge, and is a work of art.

While such a timepiece might be a throw to the past, the GranSport is all about high-tech wizardry. For instance, it features a rear-mounted transaxle and differential unit, plus stability and traction control (MSP) integrating with ABS, ASR, MSR and EBD, all features that a driver can deactivate if needed or desired. The front and rear suspension system is independent, of course, with double wishbone geometry at both ends and Maseratis available Skyhook adaptive damping system, which incidentally will instantly and automatically adapt the damper calibrations to suit a drivers style and or the road conditions while offering up a duo of settings to choose from, Normal and Sport, just like with the base coupe.

But thats where the similarities end. The GranSport has been lowered by 0.4 inches before adding on 19-inch alloy rims and 235/35 19 front, 265/30 19 rear Pirelli performance tires designed specifically for the car. Additionally, Brembo brakes with alloy titanium-colored four-piston calipers featuring differentiated diameters and massive ventilated and cross-drilled rotors measuring 13.0 inches up front and 12.2 inches in the rear, make for extremely short stopping distances even when attempted from seriously high speeds.

It also comes only with Maseratis Cambiocorsa transmission, a paddle-shift actuated six-speed sequential manual derived from Ferraris F1 gearbox that delivers lightning quick, exacting shifts with surprising smoothness, at the flick of the fingers. Depending on need or conditions, you can set up the Cambiocorsa transmission in one of four modes, Normal, Sport, Automatic and Low Grip. This is not unusual to the GranSport, but specific to this top-line car shift intervals take place 35 percent quicker, plus it automatically blips the throttle when downshifting, speeding up and smoothing out the process.

That Sport mode I just mentioned adjusts the transmission to shift quicker still, plus it adds a deeper exhaust note and causes the MSP stability and traction control system to be more sport-oriented… i.e. less invasive. If the Skyhook suspension system is included (and it should be as it is ruddy brilliant), setting the Sport mode will firm it up for sharper reflexes. Incidentally, the Sport function can even be activated in Auto mode, if thats what you want, but most wont bother with the Auto mode unless snared in bumper to bumper traffic. When on the open road or track, its paddle-shifters are the best way to extract all the power out of the ultra-sweet V8.

OK, I can appreciate why some might be upset with Maserati for not offering the GranSport with a manual gearbox, being that I too still like to stir the classic stick when charging through a backcountry road. But I also have to admit that the Cambiocorsas swiftness cant be matched by a mere mortal, and adding to the GranSports sport-oriented purpose, the paddle-shifters wont cause your hands to stray away from the steering wheel; important at the speeds this car can attain… 180 mph, by the way, with 100 km/h bypassed in 4.8 seconds and a kilometre decimated in only 23 seconds. And in case you were wondering, itll hit 44 mph in 1st, 68 in 2nd, 91 in 3rd, 116 in 4th, 142 in 5th and 180 in 6th - the latter thanks to a five percent longer final drive in the GranSport. Oh, and I almost forgot reverse. If youre brave enough, itll back up at 55 mph.

Do you think youre a good enough driver to reverse at 55 mph? What about keeping a car under control while moving forward at 91 mph, 116, 142 or 180? If you said yes to yourself when I asked this question, youre either a professional racer or a serious accident waiting to happen. As Ive learned from personal experience and by watching others take to the wheel of powerful cars, a little knowledge can be a dangerous thing. We allow ourselves to get brazen behind the wheel of our cars, overconfident mostly because we havent truly been tested. I used to feel this way myself in years past; that is before I took the opportunity to ride shotgun on a racetrack with someone who actually knew what car control was all about and how to best extract the most from a given ride. Now I know, compared to Derek Bell (Formula 1, Le Mans, etc), Chris Atkinson (WRC), Alex Tagliani (Champ Car), Hurley Haywood (Le Mans/ALMS/etc), Dave Murry (Le Mans/ALMS/etc), Doc Bundy (ALMS/etc), and more recently Anthony Lazarro (Toyota Atlantic/Master Maserati driving instructor), Im about as well versed at driving as they are at writing a compelling story… maybe less.

Fortunately, in my field of vocation Ive had the chance to better my skills, taking to the track at numerous press events with those just mentioned at the wheel, and even more intimidating, by my side, as I struggled with the rudimentary skills of advanced driving. Through such experiences Ive come to learn a thing or two, and resultantly hardly embarrass myself anywhere near as much as I used to. Likewise, Ive become a better driver on the street; ironically more cautious, and as importantly, more capable of intuitively making correct decisions when negotiating a potential accident causing situation.

I think its great, therefore, that Maserati not only wants to sell you one its fabulous GranSports, or its beautiful and engaging Quattroporte sedans, but the long-time builder of legendary sports and racing cars also wants to make you a better driver too, and after a day at Road Atlanta, also one of the most beautiful and engaging race courses in the world, I must attest that youll come out the better for attending Master Maserati, a new program designed to teach advanced driving skills to everyday drivers and then turn them loose on Road Atlanta. Fortunately, as part of the GranSport launch, Maserati put us through its intensive one-day driving skills program, where I added to my knowledge and, equally important for this review, had ample opportunity to test out the car in question.

Whether you own a new Grand Sport, regular Coupé, Spyder or Quattroporte, have restored a classic Merak, Bora, Mexico, 5000GT, 3500GT or Birdcage, or just aspire to one day have a Trident branded car parked in your garage, Master Maserati is one of the most exciting ways you can spend a day or two. Even those who seek out thrills in their spare time, falling out of the sky from airplanes or while strapped to a glider or rubber band for that matter, will find a lap or two riding next to a bona-fide race driver in one of Maseratis three race-prepared Trofeo Cup cars an unforgettable experience, and fortunately for those who might get overwhelmed at the prospect of matching the professional drivers skills, this is kept to the end of the program.

Everything starts out with a few simple driving skill challenges, designed to build confidence behind the wheel, raise your skill level and, yes, improve reaction time in case of the need to avoid a potential accident. And while this is all extremely fun, learning how to control your car in almost any given circumstance might be a life saving exercise, and at the very least save your shiny new Maserati from getting bent out of shape.

To this end my first course of action was just a bit intimidating, not only because I was the only Canadian attending the event but also because of the suspense of not knowing which way I would inevitably have to go. Let me explain. In order to train our reflexes to respond quickly and by so doing avoid calamity, the Maserati staff, which incidentally is made up of members of the Panoz Racing School (Panoz owns the track), had created a makeshift intersection with three stoplights at the end of a long corridor of cones. Just above the stoplights was a cone barrier, with a lane skirting around each side. All the lights went green when it was time to go, at which point I was required to accelerate hard to a set speed of about 50 to 60 mph, at which point (of no return) one of the lights would go red. With little time for thought, and only reaction, you are required to point the car towards the green one, miss the centre obstacle while maintaining control before squirting out the other side. Yes, I admit I not only went through the red light during my first run but also knocked down a number of cones and therefore, theoretically, critically injured a number of “pedestrians”. Am I ever glad that these “folks” are made of orange plastic and only stand about two feet off of the ground. For my second run, the willies shaken out of my system, I drove faster, hit my mark and negotiated the turn with relative ease. I did this over and over and each time became more confident, preparing me for my next test.

Driving hardly gets more fun than with a slalom course, and Maserati had set up a long one with tightly spaced cones and a large cul-de-sac at the end which allowed for another run through the cones again, but this time in the opposite direction. Two cars were provided, one without the optional Skyhook adaptive suspension system and one so equipped. The difference was dramatically evident. The base car, while nevertheless quite stable at high-speed, was noticeably sloppier than the adaptive suspension-equipped GranSport, which remained eerily horizontal to the pavement, making for exceptional speed through the corners. This process allowed me to safely find the limit of the cars suspension adhesion, so that I could feel more confident when I would go out on the track later that afternoon. In actuality, I never did find the limit, as I didnt spin the car - the ultimate result. But I did feel the rear end attempt to get sideways a couple of times; a gut-in-the-throat sensation if there ever was one. Maseratis very effective, yet hardly intrusive stability control system intervened, thankfully, making it difficult to do the twist during reckless oversteer, and even if I were to have lost control, the worst that would have happened is a few crushed cones.

For my third challenge, Maserati piled me and a few of my colleagues into a luxurious new Quattroporte sedan and took us out onto the Road Atlanta course, but as much fun as this was it ended quickly when we pulled off partway to a mid-track ancillary course. What appeared more like a go-kart track than anything suitable for cars was Maseratis choice for low-speed car control, or in other words an autocross course. Most autocross courses Ive done, mind you, have been makeshift ones on large parking lots, put together by using the same orange cones that I sacrificed during my first exercise, but this, while still featuring cones for markers, was a much more engaging racetrack. The easiest temptation to fall into was overcooking the brakes and suspension, or in English, going too quickly into a corner so that the suspension geometry gets overloaded and the tires break traction forcing the car to understeer, or skid towards the outside of the curve with its front wheels. We were being timed, and due to my competitive nature I did my best to make up for slow turns through its short straights, occasionally pushing too hard and taxing the suspension. I dont think that I executed one run ideally, but it was tremendous fun and reminded me of some valuable lessons previously learned about managing tight corners at high speed. Sometimes to go faster, you actually need to go slower. What the exercise was also designed to do, mind you, was to show the driving instructors which groups to place each attendee in for the afternoon of track time, out on the real Road Atlanta course.

I like this idea, as there are few things more frustrating than driving on a fabulous race course in a spectacular car, and then getting held back by a slowpoke. Likewise, there are few things more intimidating than being that slowpoke, frustrating drivers that you know could go going much faster and therefore not enjoying what should be the thrill of a lifetime. Therefore, no matter which group you get selected for it will suit your capabilities and comfort level, ensuring the best possible experience.

After the autocross course, and back on pit lane, the instructors lined up four cars in a row in preparation for heading out on the actual racecourse. The lead car would show the way while the remaining three would follow in order to learn the optimal line to enter each corner. The first laps were designed to get to know the course; a rather technical circuit compared to some Ive driven, but easier to get acquainted with than many others due to a lot of unique visual clues. Out of the pits we went, one after another in single file, driving no faster than an average posted highway speed limit. I paid attention to the lead cars line, as some in front seemed to be off on their own, paying little heed to his visual instructions. What a glorious track, with at least as much elevation change as Quebecs Mont-Tremblant, probably more, and some fabulously challenging corners, especially the last one that ends up on the straight. Faster and faster we went, picking up pace as my group got to know the courses winding ways. After a few pits to talk to the group, and a shift in position so that I was right behind the lead driver and therefore sprint forward on occasion to test the cars mettle, we were moving at a fair clip… a really fair clip. Actually, coming down the back straight we would have been doing near triple digit highway speeds, if there had been posted signs.

The GranSport holds fast to the pavement at high-speed, never wavering and always going where directed as if it was intuitively responding to my internal thought processes. After the back straight the roadway dives downward before turning sharply to the left and then climbing up again and turning to the right. Fully composed under hard braking, necessary when pulling the car down from the outrageously high speeds we achieved while on the straight, the GS swung into the 90 degree left without commotion, time and time again, transitioning to the right-hander instantly and shooting up over the top of the hill before diving back down the other side, a wide, sweeping, off-camber corner that leveled out on the front straight as it passed the pits. This is an extremely challenging corner to get right, and after a few passes, thanks to a fabulous car, I was able to knock it off well each time, while getting it almost perfectly once.

There are few better feelings than executing a near perfect lap, and the GranSport is a car that will reward its driver with such experiences if you listen to instruction and then patiently put the necessary seat time in to that end. Personally, Ive driven few better grand tourers whether at the limit or cruising around town and now can understand why one of the journalists on this program (who no doubt is also a publisher) purchased one earlier this year. Spare me the Blu Metal cloth dash, but get me one of these GranSports in a more conservative colour scheme, please.

On that cue, you can order yours in one of six sporty exterior colours, including Giallo Granturismo (Grand Tourer Yellow), Rosso Mondiale (World Championship Red), Nero Carbonio (Carbon Black) metallic, Blu Mediterraneo (Mediterranean Blue) metallic, Grigio Touring (Touring Grey) metallic, or the newest of the lot, Bianco Fuji (Fuji White), a three-coat pearlescent. Of course, if you want something to match your favourite tie, just ask your dealer about the aforementioned Officine Alfieri Maserati programme and whatever you want can be arranged, as can personalized interior colours, plus Mercury Grey and Ball-Polished options for the wheels, carbon interior and exterior components, GPS and GSM telephone module controlled from the audio head unit, plus a six-disc CD Changer. There are other extras too, but Ill leave these for you to investigate on your own.

All you should concern yourself with doing first is driving one of these fabulous cars. Compared to its contemporaries the GranSport offers good value at $98,872 for the coupe and $99,900 for the convertible. OK, its a little pricier than a BMW M6 or Jag XKR, but its a steal compared to a Mercedes-Benz SL AMG55 or Porsche 911 Turbo. Its also much more exclusive than any of these more mainstream models, which really matters in the upper echelons of the market. For me, having been a Maserati owner and hoping to be one yet again, the brand holds a special place in my heart. And now that Ive spent time driving the new GranSport Coupé and Spyder on road and track, Maseratis grand tourers have won a place on my most coveted cars list. Yes, theyre that good.