New Maserati GranCabrio review

On paper, the Maserati GranCabrio seems to contain all the key ingredients required to make a hugely desirable four-seat convertible.

After all, the GranCabrio is based on the Maserati GranTurismo coupé, and that's a pretty good starting point. Why? Because it means you get a powerful petrol engine under the bonnet providing plenty of pace, a much more modern interior than Maseratis of old and the prospect of four-seat usability in a car that’s styled with plenty of showroom appeal.

Plus, you can electrically lower the fabric roof in around 14 seconds (or close it in 16 seconds) at speeds up to around 30mph, allowing you to enjoy the elements as you drive. Speaking of electricity, the petrol-powered GranCabrio we're reviewing here will be followed by an all-electric version called the Folgore.

The new Maserati GranCabrio has a lot to offer, then – but is it that simple? After all, chopping off the roof of a car to make a convertible tends to introduce some compromises in the way it drives. Read on to find out whether it's a worthy rival to the likes of the Aston Martin DB12 Volante and Mercedes-AMG SL...

Under the bonnet of the petrol-powered Maserati GranCabrio is a 3.0-litre twin-turbocharged V6 engine. The same motor is found in the Trofeo version of the GranTurismo coupé and develops 542bhp. 

That’s enough for a 0-62mph time of 3.6 seconds, matching a Mercedes-AMG SL63 and edging ahead of the Aston Martin DB12 Volante (3.7 seconds) – although a BMW M8 Competition Convertible is still quicker (at 3.3 seconds). 

The GranCabrio has plenty of muscle at low revs to bumble around effortlessly, but if you’re in the mood to pick up the pace, the engine really gets into its stride above 4,000rpm. That's when the exhaust note goes up a pitch and the volume turns up a notch for a suitably theatrical soundtrack.

With the roof down you’ll get to enjoy the sound even more. However, when you’re just cruising around in everyday driving, you’re left with a rather agricultural sounding engine grumbling away, accompanied by plenty of vibrations felt through the seats. That’s a bit of a shame because it stops the GranCabrio from being a truly comfortable cruiser.

The suspension frequently thumping away – even more so in its firmer settings – doesn’t help matters either, but at least wind and road noise remains low at motorway speeds, while a faint drone from the exhaust can be easily drowned out by the stereo. The DB12 Volante and M8 Competition are more refined and sound more exotic, while the much pricier and luxury-focused Bentley Continental GTC is the one to go for as a peaceful convertible cruiser.

The GranCabrio's eight-speed automatic gearbox flicks through the gears quickly enough when you're driving normally and you can use the large metal paddles behind the steering wheel to shift manually. The changes aren’t quite as slick or snappy as the PDK gearbox in the Porsche 911 though.

When the all-electric GranCabrio Folgore arrives a little later, it will sit at the top of range in terms of price and power. Three electric motors (with two for the rear wheels and one for the fronts) combine to develop a huge 751bhp, cutting the sprint time from 0-62mph to just 2.8 seconds.

With power from an 83kWh (usable capacity) battery, it will have an official range of up to 274 miles. As pure-electric convertible cars go, there aren’t really any rivals for the GranCabrio Folgore. The closest so far is the much cheaper, two-seat MG Cyberster, which has a range of up to 316 miles.

All GranCabrios get adaptive air suspension as standard, allowing you to adjust the softness by changing drive mode. However, the firm ride struggles to settle down at most speeds regardless of the mode selected and, unlike in the Maserati GranTurismo, larger bumps will send a minor tremor through to occupants.

We suspect being 100kg heavier than the equivalent GranTurismo Trofeo doesn’t help, and while that coupé also has a firm low-speed ride, at least it calms down at higher speeds. A Mercedes-AMG SL is far better controlled, while the Bentley Continental GTC does a better impression of gliding down a road.

Unfortunately, the GranCabrio's firm ride doesn’t quite translate into a convertible that feels particularly agile to drive.

There’s a good sense of grip when cornering, a high level of traction from the four-wheel-drive system and the steering feels precise enough. However, while body lean is neatly contained on a smooth road, the car can be deflected a little by mid-corner bumps.

You can enjoy the GranCabrio at a moderate pace, but the best convertibles feel more composed and better tied down.

“I like the sound of the engine and exhaust but it’s a shame you can’t really access it at low speeds.” – Will Nightingale, Reviews Editor

It’s easy to get comfy behind the wheel of the Maserati GranCabrio, with a generous 18-way adjustable driver’s seat (including lumbar support).

You can extend the seat base to provide extra support for longer-legged drivers, but minor adjustments need to be done on a touchscreen, which can be fiddly (basic movements can be done using physical buttons on the side of the seat).

You can’t sit as close to the floor as in an Aston Martin DB12 Volante or Mercedes-AMG SL but you do get a good view over the bonnet. With a large fabric frame around a small rear windscreen, visibility out the back is rather limited, although a small benefit is that it reduces the amount of glare from headlights behind you. 

Front and rear parking sensors come as standard, as well as a rear-view camera, while a 360-degree surround-view camera is optional as part of a Tech Assistance pack (which also adds a head-up display). Standard adaptive LED headlights maximise visibility at night.

The GranCabrio shares the same relatively simple dashboard layout as the Maserati GranTurismo and it’s easy to get to grips with. The driver gets a sharp-looking 12.3in instrument panel that offers plenty of information. 

Most of the other functions are located on the 12.3in infotainment touchscreen, which is equipped with DAB radio plus Android Auto and Apple CarPlay smartphone mirroring. A 12-speaker Sonus Faber sound system is standard and sounds punchy, but you can upgrade to a 16-speaker one.

There’s a useful column of shortcuts positioned close to the driver to hop between functions and the main icons are easy enough to aim for. The response time to inputs could be quicker though.

A smaller 8.8in touchscreen mounted lower down the dashboard is where you’ll find the climate and driver controls, including the headlights switches. It’s tilted upwards to make it easier to read and for your hand to fall on, but you still have to look down at a lot of small icons while driving.

You lower the roof by swiping across a graphic on the smaller touchscreen (like you do in a Mercedes-AMG SL), which is more fiddly than just pulling a physical switch. There’s also an icon to switch on the built-in vent air vent in the backrest (named Scarf) that blows hot air on to the back of your neck to keep you warm, in conjunction with the heated seats and steering wheel.

True, the BMW M8 Competition’s mixture of physical buttons and rotary-dial controlled iDrive system is far more precise to use, but we’re glad the two touchscreens spread out the controls to make them a little easier to locate. 

Most surfaces in the GranCabrio are covered in soft leather and the textured trim finishers have a good quality feel to them. There are a few buttons and switches that don’t look as upmarket as rivals' and they could be better damped when pressed. The fit and finish on the few grey plastic panels could be tighter too.

“I like the graphic displayed of the car on the lower touchscreen when you open and lower the roof, but having to swipe and hold your finger on the screen to do so just makes it more fiddly than using a physical switch.” – Lawrence Cheung, New Cars Editor

Space isn’t an issue for a pair of six-footers sitting in the front of the Maserati GranCabrio, with plenty of head, leg and shoulder room. Of course, folding the roof down helps it feel even more airy and it’s not too turbulent when driving around 50mph.

The front cupholders are a little narrow but storage space is otherwise good, with a wireless phone-charging tray tucked away beneath the lower infotainment screen, a couple of small storage cubbies on the centre console and a larger cubby under the centre armrest. The door bins are quite small, but no worse than those in an Aston Martin DB12 Volante or Mercedes-AMG SL.

Many four-seat convertible cars have a pair of small rear seats that look like they’ve shrunk in the wash and tend to be awkwardly shaped (with a more upright backrest) to free up space for the roof behind it. However, the rear seats in the GranCabrio look like the full-size items you get in the Maserati GranTurismo coupé and are more inviting than those in many rivals.

Indeed, while it doesn’t quite translate into being a proper four-seater, the seats in the GranCabrio are far more usable than an SL’s (which are best reserved as extra storage space). That said, there’s very little leg and knee room when sitting behind a six-foot tall occupant, while someone approaching 6ft tall will have their head pressed up against the roof but small children will at least be fine.

Rear storage space is limited to a pair of centrally mounted cup holders, but that’s still more than what you get in an SL and there’s also an air vent to boost comfort.

With an official boot capacity of 131 litres when the roof is folded down, there’s very little storage space – you can fit a few shopping bags in or a soft holdall but that’s about it. The GranCabrio's boot volume increases to 172 litres when the roof is up, but the height of the load area it frees up is very low so you have to thread items through, and they have to be soft and small.

Most rivals have more space, including the BMW M8 Competition Convertible (350 litres) and Mercedes-AMG SL (213 litres).

Unfortunately, the rear seats don’t fold down to accommodate larger items.

“The Maserati GranCabrio is not as comfortable as the GranTurismo coupé, but my friends will be happier sitting in the back of it than in a Mercedes-AMG SL.” – Neil Winn, Deputy Reviews Editor

There’s one Trofeo trim level for the petrol-powered Maserati GranCabrio, and undercuts the similarly powerful Mercedes-AMG SL 63.

However, a BMW M8 Competition Convertible is even quicker for much less, while an SL55 is cheaper for a small drop in performance. The Aston Martin DB12 Volante and Bentley Continental GTC are more expensive than all the rivals.

While the GranCabrio is an expensive car to buy outright, it's at least predicted to lose its value far more slowly than an M8 Competition or SL 63 over three years.

Running costs for the V6 petrol engine will be high, with indicated fuel economy figures of around 23mpg during our testing. CO2 emissions and tax are high and the wide tyres will be expensive to replace. The same is true of rival convertibles.

When the all-electric GranCabrio Folgore arrives, it will have a brisk maximum charging rate of 270kW. That should allow you to charge it from 20-80% in around 20 minutes using a fast public EV charger.

On the petrol GranCabrio, you get a generous list of equipment in return for your outlay, including heated front leather seats, two-zone climate control, keyless entry and start and LED headlights.

Options include ventilated front seats and a 16-speaker Sonus Faber audio system upgrade. You can also add a wind-breaker to reduces turbulence for the driver and front-seat passenger, although when it's in use no one can sit in the back seats.

The GranCabrio hasn’t been crash-tested by Euro NCAP or security tested by Thatcham, but blind-spot monitoring, lane-keep assist and traffic-sign recognition are all part of an optional Advanced Driver Assistance pack, which also includes adaptive cruise control.

“I’m glad to see an extensive range of exterior paint options to help make your GranCabrio distinctive, although some Fuoriserie colours cost around £29,000.” – Dan Jones, Senior Reviewer

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