
Maserati Grecale Trofeo | Test Drive
With the Trofeo, the watchword is driving and once you start the only thing that will stop you will be an empty tank, which as it’s right to be, does not take long to appear on the dashboard. But it is obviously part of the game.
Words Andrea Albertazzi / Photos Bruno Serra

Until a few years ago, to go fast with a Maserati you basically had one choice: the GranTurismo. Sure, there were the higher-performance versions of the Ghibli and Quattroporte, but none were really mind-set on pure speed. Things have changed radically in recent times and this without necessarily involving the MC20 supercar. Maserati has in fact introduced the Trofeo range, or rather the fastest, most comfortable and luxurious solution for connecting the dots on the map. Trofeo treatment for the entire range, starting with the V8s of the Quattroporte, Levante and Ghibli, recently welcoming the GranTurismo and Grecale, but this time taking advantage of the starting point of the new V6 Nettuno engine, yes the same as the MC20. Now, imagine putting over 500 horsepower in a compact SUV and being able to move incredibly quick everywhere. The Stelvio Quadrifoglio will have come to mind and for a good reason. Well, the Grecale Trofeo is its sister wearing an evening dress.



In fact, the innate elegance that belongs to any car that can boast a Trident badge up front is maintained. That tapered nose, even accentuated in the Trofeo, and which takes up the softer shapes introduced by the MC20, is what makes it able to observe the competition from above, Porsche and obviously Mercedes-Benz included. It must be said that unlike the bigger Levante, you can perceive a slightly more traditional and overall less personal design, but after all we are talking about a car designed for an even wider use. The Grecale is an SUV for everyday and still based on the Giorgio platform of the Alfa Stelvio, which at the lowest step of the price list is offered with a modest 4-cylinder. This is why when talking about the Trofeo we tend to draw a clear dividing line, where every feature linked to on-board comfort is enhanced by performance worthy of an authentic sports car.

The Nettuno, the 3-liter twin-turbo jewel is here remodeled in order to deliver 530 horsepower and 620 Nm of torque. These are reference values and not only for the segment, given that the Grecale manages to counter the test of the scales while maintaining a total mass of about 2 tons. It may not weigh as much as a Lotus Elise, but still remains in a fat range that will enhance the behavior between the curves. The Trofeo will then be immediately distinguishable if spotted from the rear, where the large diffuser that incorporates the two pairs of exhaust pipes stands out, which – for the record – have a finally noteworthy sound and that gives vigorous puffs when changing gear, especially when you go to call the two driving modes most oriented towards performance.



Once on board I find myself face to face with one of the best cabin out there. Maserati’s renewal has obviously also passed through here and it has done so with a rather heavy hand. Starting from the new steering wheel that houses two round buttons in the lower portion, with the ignition on the left and the driving mode (and suspension) selector on the right. I turn on the Nettuno and the cockpit also comes to life, underlining how the designers have decided to eliminate almost every physical button, with the exception of those on the two spokes of the steering wheel and the gear selector, almost hidden between the two touch screens that characterize the central tunnel. Apart from the fact that they are not practical when maneuvering, I put it in D – or rather in M (manual mode) – and move the selector to Sport.








The volume increases significantly and the ground clearance – also adjustable manually – settles on Aero, which is the closest to the asphalt. Needless to say, this means that the performance nature of the Grecale Trofeo is satisfied and indeed encouraged in the best way. I press the gas and literally shoot forward. This car takes just 3.8 seconds to go from 0 to 100 kph, after which it continues undaunted with a progression that is far too energetic to belong to the world of SUVs. After 6.6 seconds we are at 140, after 13.8 we touch 200 and from there you could easily continue up to 285 kph. All without effort. But the Trofeo is not just pure speed and when you have satisfied the desire to shoot straight and find a road that is tortuous enough to really understand what it is capable of, that is when you really realize the dynamic skills of the Modena SUV and the differences with the Stelvio Quadrifoglio, a comparison that actually seems superfluous, given the difference in image proposed by the two cars.



We have an 8-speed torque converter that works very well both autonomously and when pinched by the large fixed paddles on the steering column. The Grecale Trofeo becomes nervous, especially in Corsa and with traction controls uninhibited. But it does so in a more filtered way (compared to the Stelvio), still letting you always perceive the mechanical effort of the axles and the delivery of a torque reserve that from 3,000 rpm pushes to the point of making you believe you can climb a vertical wall. The excellent visibility all around and the brightness offered by the large panoramic roof then contribute to making the perception of movement on the road even further from what the 2 tons of weight might suggest. You jump from apexes as you would with a traditional sports car, appreciating what is essentially the biggest difference with the V8 sisters from the Trident house.


At this point, it matters little about the almost perfect infotainment system, the fact that the lower display is conveniently dedicated to on-board comfort and therefore climate, lights, style of the clock and anything else that makes the time spent on board fun even when the road in front of you does not allow you to play Russian roulette with your license. With the Trofeo, the watchword is driving and once you start the only thing that will stop you will be an empty tank, which as it’s right to be, does not take long to appear on the dashboard. But it is obviously part of the game and it is one of the ways to push towards that border line that makes the Grecale Trofeo incredibly comfortable on long distances or in the city, but at the same time capable of crunching a mountain road the moment you don’t give a damn about on-board comfort.



It remains universally fast in all circumstances, but it is less nervous than the Stelvio Quadrifoglio, highlighting the big difference according to which Maserati would be not only the most luxurious choice, but also the most suitable for a customer who, far from Sport and Corsa, wants to barely hear the rolling of the tires. By the way, behind those beautiful 21-inch wheels there are 360 mm brake discs at the front and 350 mm at the rear, essential to stop this “intense blue” bullet. I also love some of Maserati’s solutions that some colleagues hate. Take for example the buttons to open the doors, the same as the MC20 and the electric FIAT 500. It doesn’t matter if just a few centimeters lower there are – perhaps a little too visible – the emergency handles. Like, you never know. There is room for three people in the back, there is a dual-zone climate control and a very large trunk that will satisfy 99.9% of its customers.



What satisfies me the most is the fact that in Corsa, the Grecale’s rear end knows what it takes to make a high-performance SUV a highly entertaining object for those who appreciate a bit of healthy countersteer. It’s undeniable that with such power the wheels leave their mark on the ground. As soon as traction kicks in, you’re pressed to the seat by the 530 horses and their rush toward the redline set at almost 7,000 rpm. The two turbos snort, but they are almost always drowned out by the metallic grind of the exhaust, the accompaniment that best suits the Trofeo badge proudly displayed above the gills of the front wheel arch. The Grecale may be the baby of the house, but it’s likely that someone forgot to explain to it what good manners were. Luckily, I would add. Those who point out that it is “too stiff” should accept the fact that speed and acceleration of this kind must necessarily go hand in hand with a less sly dynamics than usual. There are also more tame versions, or even – ticking the most expensive box on the price list – the Folgore, the 100% electric variant, which for some extra money is able to take you in total relax and almost as quickly, all in complete silence.




The Grecale Trofeo is the exclamation point on a model of fundamental importance for the brand. With a starting price of €122,000 it costs almost twenty thousand Euros more than the Stelvio Quadrifoglio and demonstrates once again the clear differences between two models based on the same glorious and versatile platform. Even in its case it will certainly not be the best-selling version, but the simple fact that it exists and that it can actually be used on the road in such an incredibly effective way reminds us why falling in love with the Maserati brand is something so simple and immediate. It is exactly that hint of Italianness and that pinch of madness that others will never have. Are you talking about pride? The Trident is pure pride.

MASERATI GRECALE TROFEO
Engine V6 cylinder Twin-Turbo, 2.992 cc Power 530 hp @ 6.500 rpm Torque 620 Nm @ 3.000-5.500 rpm
Traction All-Wheel-Drive Transmission 8-Speed Automatic Gearbox Weight 2.027 kg
0-100 kph 3,8 sec Top Speed 285 kph (limited) Price from€122.000