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What’s the difference between a sports car and a grand touring car? It’s a subtle distinction, but an important one when discussing expensive or exotic machinery like the 2018 Maserati GranTurismo convertible seen here. This grand touring car, a “GT,” is meant to be fast, but it’s not meant to be a track star. You could take a GT onto a track for some fun, but you’re much more likely to take one down a coastal road to dinner on the shore with a couple of friends along. GTs tend to have more seats, a softer ride and handling, and more creature comforts than sports cars. The Maserati GranTurismo I spent some time with recently fits this role perfectly.

The public thinks Maseratis are pretty special. The Italian luxury brand (owned by Fiat Chrysler Automobiles) slots in above FCA’s Alfa Romeo brand in terms of prestige, but much of the road-going public still thinks of Maserati as something akin to Lamborghini, Ferrari or McLaren in terms of exoticness. It’s not exactly true — Maseratis are indeed nice cars, but their bespoke specialness isn’t quite at the level of those rarified beasts. At least not nowadays, and FCA is OK with this, ramping up Maserati to far more volume than it has ever sold in the past.

The GranTurismo convertible is not really part of that volume plan, however. This is something of a holdover from the older days of Maserati — this specific car actually predates the formation of FCA. It was created from a platform introduced nearly 15 years ago, and it hasn’t seen a major update since its introduction in 2008. According to FCA’s grand five-year business plan, it’s due to be replaced by 2022 with a fully updated coupe and convertible based on the gorgeous 2014 Alfieri concept. That means the GranTurismo is going to soldier on for another few years as seen here, which warrants a closer look.

The Body of a Supermodel

Despite being an older design, the GranTurismo still turns plenty of heads. Two things immediately strike observers about this car: its dramatically pointy snoot and its copious overall length. The hood is remarkably low because this is actually a mid-engine car — while the engine is in front of the cockpit, it’s located entirely behind the front axle line. This affects the car’s weight distribution and handling, but also allows designers to give it a long, low look and to provide a pair of seats behind the front occupants that are actually able to carry real-sized humans. 

The styling is very traditional, however, and is starting to look dated, but comparing it to its contemporary competitors is difficult as there really aren’t any direct competitors anymore. Traditional 2+2 coupes and the convertibles on which they’re based all have been replaced with the new “four-door coupe” idea, as we now have the BMW 6 Series going all four-door for 2019, the Mercedes-Benz CLS as a four-door and other large coupes like the Jaguar XK simply being dropped in favor of smaller models like the F-Type. I’ll posit that the GranTurismo currently stacks up best against things like the Mercedes-Benz SL, itself a grand touring car despite its two-seat-only layout, and the Lexus LC 500. One might be tempted to put it up against things like the Bentley Continental GT or Aston Martin DB11, but the Maserati is far less expensive and exclusive than either of those super-lux coupes.

The Heart of a Prancing Horse

Pop the hood and marvel at the naturally aspirated V-8 engine, nestled way far back in the engine bay. That’s a Ferrari-derived-and-assembled 4.7-liter V-8 making 454 horsepower, which it delivers to the rear wheels through a standard six-speed automatic transmission. If this seems like a slightly outdated powertrain in these days of 10-speed transmissions and small, twin-turbocharged V-6 and V-8 motors, that’s because it is. Maserati itself offers a 550-hp, twin-turbocharged 3.8-liter V-8 in the much newer Ghibli sedan and Levante SUV. But just because the GranTurismo’s engine is older doesn’t mean it isn’t still a sweetheart of an engine. The song this Ferrari V-8 sings is one of the most melodious tunes you’re likely to hear emanate from some tailpipes, but you get to hear it only under certain conditions. 

There are three drive modes and two transmission modes to choose from, which doesn’t sound like much adaptability compared with most modern GTs. And here’s the issue: If you want to extract the maximum glorious sound from this V-8, you have to put the drive mode in Sport, the transmission mode in Manual and shift the gears yourself. Otherwise, the engine is far too muted to truly be enjoyed, masking the GranTurismo’s more exotic roots to passersby. When in Normal mode, it may as well be a family sedan. Keep things dialed into maximum Sport mode, use the enormous paddle shifters behind the steering wheel and you’ll find a bigger smile on your face than you otherwise would. You drive a car like this to be noticed — not to slink around town in stealth mode.

Acceleration from the big V-8 is brisk, but not brutal. With only six speeds, the transmission is geared more toward cruising than drag racing, but it will still throw you back in the seat with plenty of force when you mash the go-pedal. The handling is best described as balanced. The rearward position of the engine helps with weight distribution, which yields positive results. The GranTurismo feels heavy and stable, but it can still hustle between corners with an entertaining zest. Changing to Sport mode stiffens up the steering and shock absorbers but not so much as to be uncomfortable over broken pavement.

It’s an odd mish-mash of old and new in the GranTurismo, with some pieces updated from the FCA parts bin and others holding over from the days before FCA was a thing.

My drive all over southeast Michigan for a week saw a variety of road conditions, and not once did the GranTurismo fail to deliver on the promise of being a classy, comfortable, stylish cruiser. My only quibble with the car’s performance is with the brakes — the first few inches of pedal travel are basically dead air, with nothing happening until you really put your foot down hard. Once they bite, the Maserati’s brakes are plenty tight, but that unusual behavior does make it challenging to drive smoothly in stop-and-go traffic. 

Fuel economy isn’t much of a consideration in a vehicle like this, but for those who are curious, the GranTurismo convertible is EPA-rated at 13/20/15 mpg city/highway/combined, and my weeklong stint in one with a rather heavy foot returned an acceptable 17 mpg overall. Competitors like the Mercedes-Benz SL550 tend to do better, rated at 17/25/20 mpg, thanks to three additional gears in its transmission. 

The Interior of a 1990s Fiat

OK, that subhead might be a bit harsh. While the GranTurismo’s interior is decidedly dated, it’s still covered in sumptuous, quilted leather and screwed together with a palpable precision. Seat yourself in the spacious, comfortable bucket sport seats, and you’re treated to black leather with red stitching, carbon fiber trim, big, easily legible gauges and a quality feel to all of it. 

Sadly, you’re also facing a central gauge cluster that features a monochromatic LCD screen straight out of the 1990s, green backlit climate control buttons from the same era and controls that feel similarly dated. Ironically, that old climate control panel sits below the latest and greatest FCA Uconnect 8.4-inch touchscreen running Maserati-brand multimedia software, which features Apple CarPlay and Android Auto. It’s an odd mish-mash of old and new in the GranTurismo, with some pieces updated from the FCA parts bin and others holding over from the days before FCA was a thing. Somehow, it all still works, proving that you don’t throw something out just because it’s not state-of-the-art. But when you compare it with competitors, let’s just say that the new Alfieri can’t get here soon enough. 

The model I drove was the convertible, featuring a fabric top that retreats under a hard tonneau cover. The top works quickly and smoothly, but watching it descend will give owners some potential heartburn as you realize the top is a convoluted contraption of cables and straps that looks certain to wear out sooner rather than later in the car’s life. The length of the GranTurismo necessitates a long roof, however, so some element of cantilevered design had to work its way into the folding lid. If it gives you pause as well, consider the extended warranty for this part. Top up, the GranTurismo is reasonably quiet, with most of the exterior noise coming in through the rear quarter windows. Top down, you get to hear the wonderful engine more easily, and wind buffeting is impressively absent, even without the bulky air deflector installed aft of the front seats. 

That air deflector folds up and stores in what little trunk space there is, effectively rendering the trunk useless. Without the deflector, it can hold one, maybe two soft-sided duffel bags, but nothing more. Rigid panels cordon off space for the folding top mechanism to the detriment of a usable trunk. The coupe has much more room back there, but if you absolutely need more than a duffel or two, you’ll be placing it in the backseat instead. 

Priced to Keep It Rare

Despite the boom in sales that Maserati has enjoyed, the GranTurismo is still priced to put it in rarified air and guarantee that you’re not going to see one on every street corner. The base price is $150,650 for a Sport convertible, with my test vehicle adding a couple of custom color and trim options to top out at $157,090 (all prices include destination charges). If you want something slightly more sporty, you can opt for the MC trim, which is a tick quicker to 60 mph, has slightly different interior appointments, and adds about $13,000 to the sticker price before options. 

Competitors are increasingly rare, as big, rear-wheel-drive luxury coupes are about as popular as smallpox these days. Many have fallen by the wayside, but there are still a few grand touring coupes that fit the bill. The Lexus LC 500 might be the closest competitor, with far wilder styling that probably won’t prove quite as timeless as the Maserati’s in a decade’s time, but with a much more modern interior and superior technology. The Mercedes-Benz SL550 is due for a refresh of its own and is actually cheaper than the GranTurismo but still features a more up-to-date powertrain. The Jaguar F-Type is smaller and less expensive but can be optioned up to match prices with the Maserati and unlike the Lexus is also available in convertible form. Compare all four models here

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