First Drive Review of the Maserati Giancarlo: Would You Like an Electric Convertible? That's it at this point.

 

First Drive Review of the Maserati Giancarlo: Would You Like an Electric Convertible? That's it at this point.

 

Italy's Lake Maggiore — After examining Maserati's publicity materials and taking a drive in its gorgeous home country, I believe the Italian automaker has buried the lead. Particularly when all auto journalists are questioning a price strategy that has certain Giancarlo convertibles and Grantors coupes surpassing $200,000. That ventures into Cloud 9, the domain of Bentley and Aston Martin. In response to the murmurs, this is what I would be shouting about: The first and only premium electric convertible in the world is the Giancarlo Fulgora. Some first-on-the-block, free-spending buyers might be drawn in by that alone.

Next, Exhibit B: The convertible will out speed any competitor Bentley Continental GT or Aston DB12, a difference that gets positively yawning as speeds increase, just like the plug-in Grantors coupe. That will be accomplished by a jaw-dropping 750 horsepower and 995 pound-feet of torque. Compared to the solitary Bentley droptop, this Italian vehicle is also notably nimbler and road-connected, and it can easily compete with Aston's finest GTs. Among them is the gasoline-powered Trofie model, whose curb weight of 4,316 pounds is more than 1,100 pounds less than that of a GT Speed convertible. It is powered by a 3.0-liter twin-turbo Neptune V6 engine, which is a tweaked variant of the engine found in the MC20 supercar, and produces 542 horsepower.

The public's response to our convoy of exquisitely painted models suggests that this Italian sexpot is almost as eye-catching as the Aston and perhaps even more attractive than the Bentley: The standout specimens were rose gold, burned orange, scorching red, and Night Interaction, a deep blue with metallic flake. Anything other than vivid yellow, please.

Additionally, the Maserati offers more passenger room than the two British vehicles. Unlike a Bentley or Aston, whose rear seats are essentially glorified parcel shelves, this car is a true four-seater with capacity for two adults in the back (after some space-sharing from the front seats). Ultimately, the tech future is advanced by the vividly realized electric powertrain of the Maserati, while the somewhat pokey corporate V8s of Bentley and Aston remain firmly planted in the past. Thus, the Maserati has achieved four goals in crucial areas that I guessed auto writers were also interested in: technology, sporty handling, power and acceleration, and interior space.

Sincerely, the exquisitely designed London library that serves as the Bentley's interior is the one thing that gives it the upper hand. In terms of materials and craftsmanship, the Aston cabin surpasses the Maserati cabin. Thus, Maserati scores four wins while Team Brexit wins one. Perhaps the pricey Aston and Bentley are the cause of the problem?

Naturally, the last part was meant to be humorous. Despite their occasionally weak brand cachet, Bentley and Aston are able to charge what they do because of this. Stellates' Maserati brand is not in a good place, with its murky reputation further damaged by bland models like the Ghibli and Levante, as well as one vile Quattro Porte sedan that is no longer in production and is unlikely to be missed. The brand is committed (again) to improving those impressions by drawing attention to supercars and SUVs that appear to be at odds with one another.

A whole different Maserati is the Giancarlo. The Maserati was able to fully embody its GT role during an initial run around the western side of Lake Maggiore, an Italian holiday destination located north of Milan. A precisely fitted soft top opens in 16 seconds and closes in 14 seconds, reaching a top speed of 31 mph. A clamshell "coranto" hood, hidden below the intimidating Trident-capped grille, is made of a single piece of aluminum, removing ugly cutline across an area of more than three square meters. With its four swoopy fenders and seductive design whether the roof is up or down, the Maserati exudes elegance while maintaining power.

The little V6 is completely positioned behind the front axle of the gasoline-powered Trofie. This creates space for a driven front axle and permits a stylishly lowered front end and hood that would not have been feasible with a V8. Compared to the coupe, trunk room is somewhat reduced, with a maximum of 6.1 cubic feet with the top up or 4.6 cubes with the roof folded down.

As one of the greatest and clearest sound systems I've heard in a convertible, the Sinus Faber audio system from the British audiophile business is a terrific way to enjoy the first light of the day. Music sounds like music, even at rapid speeds. This Giancarlo is a pleasure to drive or ride shotgun in at any speed or on any road: fluid and laid-back yet prepared to dive into these shore-hugging curves and soar.

The Fulgora uses three 300 kilowatt electric motors for its operation. To save energy, the Giancarlo gives priority to the front-driven wheels when in GT mode. The dual rear electric motors that are situated inboard to help with balance are amplified in the Sport and Corsa modes. The combined battery capacity of those three radial motors limits their maximum power output to 750-wheel horsepower. Small silicon-carbide inverters improve performance and energy conversion quickly.

Up to 270 kilowatts of DC charging are possible with an 800-volt architecture, matching the fastest-drawing EVs in the market. Up to 11 kilowatts of home charging are possible with a free Level 2 wall box. Maserati estimates a 450-kilometer range on the WLPT cycle in Europe, which should translate to about 260 miles under the more realistic estimate from the EPA.

Check the sizes of these numbers on: Maserati's all-electric convertible weighs slightly over 5,200 pounds, which is roughly 200 pounds less than Bentley's Continental GT Speed convertible with gasoline. That's a first for an EV vs ICE comparison, apples to apples. A magnesium-infused, mostly aluminum chassis that saves weight deserves some of the credit. When you add 750 horsepower and 995 pound-feet of eye-blink torque to that, you have the makings of an unjust ICE fight.