Maserati Ghibli

	Maserati Ghibli
	Debut: 2013 Maker: Maserati Predecessor: No

Published on 17 Jul 2013

You won't be a stranger to the name Ghibli if you have followed our classic car archives or, well, if you are old enough. Maserati used this name twice before. The first time was on a Giugiaro-penned GT launched in 1967. The second was a derivative of the Biturbo family produced in the 1990s. They had nothing in common except the trident badges. Now the same name is used on an even more different car – a 4-door sedan! This is the smaller brother of Quattroporte. It is Maserati's first entry into the mainstream E-segment, which means it will compete with BMW 5-Series, Mercedes E-class, Audi A6, Jaguar XF etc. It is also the first ever Maserati to employ diesel engine. Both are part of the drive to increase Modena's sales from 6,300 to 50,000 units annually within 3 years. Inevitably, to achieve this target the Ghibli has to be cheaper than Maserati products used to be. It seeks cost cutting by sharing platform and production line with Quattroporte, by using only V6 engines and by outsourcing diesel engine from VM Motori, the Italian diesel engine manufacturer that is half-owned by Fiat. Besides, some less significant bits are sourced from Chrysler. Consequently, the Ghibli range is priced between £49K and £63K, about the same level as high-end 5-Series but cheaper than the 4-door coupes like 6-Series Gran Coupe, Mercedes CLS and Audi A7 with which Maserati reckons it compete. For an Italian car with the trident badge, it looks like a bargain. Does it sacrifice anything to go mainstream?

Certainly not the looks. Although the Ghibli is not the sexiest Maserati (that has to be GranTurismo for sure), its proportion is still more GT than sedan. You can easily see the front-mid engine layout, which separates it from its more conventional German rivals. Maserati envelops the mechanicals with clothes that look sleek and muscular enough. The frameless windows are another implications of its sports car genes. Ditto the single piece of rear side window (i.e. without rear quarter window) that resembles the last generation Quattroporte. The triangular C-pillar with trident logo and the triple side vents are also carried over from that car. My only reservation is the square front grille, which doesn't look as good as the oval one on GranTurismo. I have no idea why its designers opted for this change. Otherwise, this is a very sporty and distinctive design that is worth the highest regard among class rivals.

As mentioned before, the car sits on the same platform as Quattroporte, but its wheelbase is shortened by 170 mm and the overall length shrinks from 5.26 meters to just under 5 meters to fit the class norm. However, its width is identical while the roof is 20 mm lower, so the body profile is sportier than its bigger brother. The chassis is again made primarily of steel but aluminum is extensively used in the front structure (subframe, cross members, suspension towers etc.), the double-wishbone and multi-link suspensions, the bonnet and all 4 doors. That said, the Ghibli is only 50 kg lighter than the equivalent Quattroporte, so its 1.8-ton-plus kerb weight is a little on the heavy side of the E-segment. On the plus side, no rivals can match its balance. The rear-drive petrol models have 50:50 front to rear weight distribution while diesel and Q4 (4-wheel-drive) options have another one percent of weight shifted to the front. Note that it fails to match the old Quattroporte though (47:53 for automated manual or 49:51 for automatic), as the engine is positioned a little forward in the new platform to free up cabin space, and the transmission is no longer rear-mounted.

Just when you think its mechanical layout has become mainstream, Maserati responded by keeping the power steering hydraulic, differing to the EPS that has become industrial norm. It also resists the temptation to use huge wheels – all models ride on 18-inch items. This, combines with the optional "Skyhook" adaptive dampers, theoretically should give it a good ride quality. Meanwhile, the Brembo brakes and standard limited-slip differential also promise good dynamics. Same goes for the Q4 system, which uses a rear-biased, 35:65 torque split at low speed and gradually shifts to RWD at higher speed.

I have introduced the 3.0-liter twin-turbo petrol V6 already in the review of Quattroporte, but never mind to repeat once more. This engine is designed by Ferrari and built at Maranello, just like the old naturally-aspirated V8. Thanks to forced induction, dual-VVT and direct injection, it is capable to produce a remarkable 410 horsepower, and 406 pound-foot of torque across a wide band, more than any rivaling six-cylinder engines. Pairing with the compulsory ZF 8-speed automatic, this gives the Ghibli S 177 mph top speed and 0-60 mph in 4.8 seconds (or 4.6 sec for 4WD), nearly as quick as the V8-powered 550i, E500 and S6. Performance aside, the Ferrari V6 is just as responsive and flexible as any rivals, but what lifts it above them is a really thrilling soundtrack, which is rawer, angrier and louder when you switch on Sport mode (which triggers the bypass valves in exhaust) and rev the V6 towards the last 1000 rpm. Like a sports car engine, it pops and crackles on the overrun. Ferrari does know how to make an engine emotional, even though with only 6 cylinders to play with!

Lesser Ghiblis get either the 330 hp version of the same petrol V6 or the aforementioned VM Motori 3-liter turbo diesel V6. The former is slightly stronger than 535i and A6 3.0T, while the latter faces a steeper challenge against 535d and A6 3.0 BiTDI. VM's diesel engines have never been the best of the class, as you can see their services on Daewoo/Chevrolet, Hyundai-Kia and Lancia Thema. This single-turbo V6 is no exception. Its maximum output of 275 hp and 442 lbft is by no means bad, but its power band is concentrated to the mid-range, refinement is average and the noise is uninspiring – a sharp contrast to the Ferrari V6. Even though it returns good consumption and emission figures, it is not recommendable to enthusiasts. Moreover, the heavier diesel motor also degrades the handling and ride quality a bit. Good news is: a new twin-turbo diesel V6 is under development now and should arrive within 2 years. It will offer up to 350 hp and promise better refinement...

Enter the cabin, you will be delighted with its leather, wood and aluminum-intensive surfaces. Its expensive materials and simplicity in design distinguish it from the mainstream class norm where wood and leather are more the decoration over large surfaces of soft plastics. It simply feels more special in the mass production world. Admittedly, some fits and finishes are not as good as German cars, and some switches come from Chrysler 300, but this is not much of a surprise for a cut-price Maserati. The cabin offers ample room for front passengers, less good but decent for rear ones. Rear legroom isn't remarkable, but at least headroom is far more generous than those luxury 4-door coupes. Unexpectedly, the ergonomics is good, too. The instrument readings, controls and infotainment touchscreen are user-friendly, something Maserati used to ignore.

On the Road

So what attracts people to buy the Maserati executive saloon? Its GT looks, special interior and unique engine sound are definitely important factors. What about driving dynamics?

If you talk about performance, it is not a strong reason to buy the Maserati. Although the fastest Ghibli is already quicker than the old Quattroporte, it is not necessarily as fast as German machines. German executive cars these days can be very quick – for example, Car and Driver timed Audi S6 finishing 0-60 mph in an astonishing 3.7 seconds, who could imagine this in the days of Porsche 959? Fortunately, the Maserati's loud and addictive exhaust note can lead you believe it was even quicker. As we always say, performance is nothing if you cannot feel it. The Italian just does this better than German.

Inevitably, the flipside of the louder exhaust note is the lack of cruising refinement. Wind and road noise are also more than class norms, blame to the frameless windows. This is still tolerable to keen drivers, but less so is the harsh ride. Despite of the aforementioned small wheels and Skyhook suspension, the Ghibli rides firmly even in Comfort mode. It fidgets over expansion joints and crashes over potholes. On undulating roads as well as high-speed cornering, it is not as composed as Jaguar XF or BMW 5-Series. I believe the problem can be sorted out by further tuning to the adaptive damping software, but as it is now, it can't quite match the best rivals in terms of ride and handling.

However, the Ghibli is more entertaining to drive than its mainstream rivals. It does feel agile, better balanced and more willing to turn in, although the hydraulic steering is not as feelsome as you would expect. Should you switch off the ESP, it will power slide cleanly in a controlled manner, thanks to the standard LSD. No, the driving experience isn't as magic as the old Quattroporte with its lighter nose, more transparent steering and razor-sharp throttle response, but it is still entertaining enough to distinguish itself from most rivals.

In the end, BMW 5-Series is still the most versatile in the class, whereas Jaguar XF is still the best driver's car. The Maserati is not going to threaten their positions. However, in my eyes it is truly special in the executive car class thus it is worth every buyer to think seriously. While the early cars are flawed in some areas, I expect Maserati will have them polished in the next couple of years. This car has potential to be great.

Verdict:

Published on 25 Mar 2021

Ghibli Trofeo

Maserati opted to fit the aging V8 instead of Nettuno V6 into this car. A missed opportunity.

A strange model launched at a strange time. The Ghibli is more than 7 years old. Normally it is time for a full replacement. However, considering its flagging sales, and the merger of FCA and PSA into Stellentis taking place, it is easy to see why no replacement is in sight yet. Naturally, to sustain the life of Ghibli, a meaningful update is necessary. But the introduction of a flagship performance model on a 7-year-old basis? If I were the product planner, I certainly would not sign my name on that. Somehow, the Italian always do things differently, and the automotive world would not have been so exciting without them.

Trofeo, Italian word for Trophy, is the name of high-performance Maseratis, just like AMG or M. The first Trofeo model debuted on Levante SUV, then followed by Ghibli and Quattroporte. While the large four-door limousine has always been offering V8 power in the form of GTS, the smaller Ghibli gets the Ferrari-built 3.8 twin-turbo V8 for the first time. All 3 Trofeo models share the same engine and output rating: 580 horsepower released at 6750 rpm, and 538 pound-foot of torque from 2250 to 5250 rpm. They are powerful, but not quite as powerful as German rivals. For example, Mercedes-AMG E63S and BMW M5 Competition make 612hp/627lbft and 625hp/553lbft, respectively. Moreover, they have standard 4WD system to put that power to the road without losing in wheel spin, so they are capable to get to 60 mph from rest in just over 3 seconds. In contrast, Maserati’s Q4 system was not designed to work with the V8, so the rear-drive Ghibli takes 4.1 seconds to do the same sprint, despite the help of launch control. It overshadows its German rivals only with its 203 mph top speed, which is not regulated.

The Italian V8 noise is largely filtered by the car’s double-glazing windows.

The introduction of V8 model to Ghibli line shows the chaos in FCA’s product planning. On the one hand they were developing a 3-liter V6 called Nettuno for a supercar called MC20, on the other hand they put the aging V8 under the bonnet of a mid-size sedan. How ridiculous! Even more ridiculous is, the Nettuno V6 actually produces more power (630hp) and exactly the same level of torque. Wouldn’t it be wiser to equip the Ghibli Trofeo with the new V6? If so, the car would be lighter, faster and more agile. The weight and space saved by the smaller engine would allow the addition of Q4 system, and electrification could follow at the next stage, so you will get continuous and sustainable development of the Trofeo model, and the electrification will serve the rest of the range, too.

As it turns out, the Ghibli Trofeo is destined to be an old-school performance sedan. It is still gifted with Italian charm: the noise of the Italian V8, a handling focusing on balance rather than grip and surefootedness, and an interior crafted in leather, Alcantara and carbon-fiber inserts. Using a mechanical LSD rather than its rivals’ electronic differential, it has no hope to hang on oversteer in fast bends. You might say it is not supposed to be a track car, so you would not have opportunity to slide the car anyway. Good point. Ditto the smaller brakes (380mm up front, 345mm rear), which are sufficient for road use but not up to the abuse on track. However, what you lose in the Maserati, you are not compensated in other areas. No matter grip, traction, poise, stability or steering, it is not exactly first rate. Even the Italian V8 noise is largely filtered by the car’s double-glazing windows – it is worth noting that today’s Ghibli is much more refined than the early cars. Worse still, the Trofeo costs more than its German rivals – starting at £104,000, versus the M5 Competition's £98,000. In the end, only exclusivity sells. Being a far rarer sight on streets, the Ghibli is a niche choice, and the Trofeo will be rarer still, so rare that it won’t make any impact to the automotive world.

Verdict: