2004 Maserati M128 Cambiocorsa F1 4.2l V8 32v Only 22k Miles on 2040-cars

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2023 Maserati Grecale Trofeo First Drive Review | Entry-level done right

RENO, Italy — Maserati is blowing with the SUV gales. Sedans remain an important part of its heritage, but they're no longer an important part of the new car market — especially not in the United States. Investing time and resources into filling sedan-sized gaps in the lineup would be like moving the deck chairs on a sinking cruise ship, so the Italian company is taking a different path to growth by expanding its SUV range. Named after a Mediterranean wind, the Grecale is positioned below the Levante and aimed directly at the Porsche Macan. It's not a supercar, but the Grecale is arguably the most important car that Maserati has ever released, one that could ultimately represent nearly half of its sales. I traveled to a town called Reno (not the place that Johnny Cash shot a man in) to get a feel for the smallest trident. First, let's dispel a myth: The Grecale is not merely a re-bodied Alfa Romeo Stelvio. Sure, both Italian people-movers are built on the Giorgio platform (which also underpins the Giulia and the latest Jeep Grand Cherokee), but several key changes were made in-house by Maserati. "We started with the Giorgio architecture, and we added the features that are typically found in upper segments: an air suspension system, for example," Federico De Medio, the company's head of vehicle validation, told me. "We were given the possibility to further improve this platform, and we were able to increase the wheelbase by (about 3 inches),"  He added that electronic tweaks were made as well. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. The base Grecale GT consequently stretches 190.8 inches long, 76.7 inches wide, and 65.6 inches tall; the Modena and the Trofeo trim levels are 77.9 inches wide, while the latter measures 191.3 inches from bumper to bumper due to its specific body kit. Either way, the Grecale is relatively big for its segment: Porsche's Macan, its intended closest competitor, checks in at 184.3 inches long and is one of the smaller in the segment. The Grecale's weight ranges from 4,431 to 4,629 pounds. One look at the Grecale's front end shows what Maserati meant when it announced the MC20's exterior design would influence the rest of the range: the swept-back headlights are positioned above a wide grille with the trident emblem proudly positioned front and center. It's not a clone of the MC20, but the family resemblance is perceptible.

UPDATE: Stellantis says it is not selling Maserati

In a joint statement, Stellantis and Maserati have refuted reports that the Italian brand could be sold: Stellantis has no intention of selling the Trident brand, just as there is no intention of aggregating Maserati within other Italian luxury groups. Stellantis restates its unwavering commitment to Maserati’s bright future as the unique luxury brand within the 14 Stellantis brands. Maserati is in a transition period toward electrification with its Folgore BEV program: today the Trident offers GranTurismo and GranCabrio in ICE and BEV versions, Grecale in ICE, mild-hybrid and BEV versions, while we confirm that successors of the Quattroporte and Levante are also in preparation. Maserati's mission is to write the future of mobility through the best performance in the luxury segment, focusing on the desires of its customers. To achieve its goals, the brand precisely targets a highly specific audience. Maserati is therefore setting up a series of initiatives to expand its presence in the global market, to strengthen its brand image and to underline the uniqueness of its products. Maserati is facing a major challenge and must remain focused on its objectives in the coming months. Stellantis reaffirms its commitment to its entire portfolio of 14 iconic brands and recalls that each of them has a 10-year horizon to build a profitable and sustainable business, while recognizing that market volatility and temporary situations may cause fluctuations. The original story continues: Maserati posted disappointing sales and revenue figures shortly after Stellantis CEO Carlos Tavares warned that the group can't afford to have brands that don't make money. While nothing is set in stone, one of the group's executives said that selling the brand isn't off the table. Industry trade journal Automotive News Europe (subscription required) learned that Maserati sold approximately 6,500 cars globally between January and June 2024, down from around 15,300 units during the same time period in 2023. It posted an adjusted operating loss of ˆ82 million (about $88.7 million) during the first six months of the year, compared to a profit of ˆ121 million (about $130 million) in 2023. "The first half has been disappointing," admitted Natalie Knight, the chief financial officer at Stellantis, on a call with journalists.

2019 Maserati Levante GTS First (Wet) Drive Review | A brief taste of a Ferrari-flavored SUV

If it rained any harder, someone would've had to scrounge up an extremely old man to build a giant ship and start herding animals. Lake Huron is dryer. My shoes were still unwearably soggy the next day. So, not exactly the best environment to sample the 550-horsepower, V8-powered leviathan of a performance SUV known as the 2019 Maserati Levante GTS. Sure, it has all-wheel drive and a limited-slip rear differential, but those are traction aids, not magic. In any event, our time with the "lesser" of two V8-powered Levantes would be limited, compromised and extremely damp, but several laps around the M1 Concourse in Pontiac, Mich., nevertheless provided a taste of what one might expect under better conditions. Chiefly, you can expect noise. Beautiful, beautiful noise. Even with our heads and ears encased in helmets, the V8 sang a nasty warbling wail. Though built by Ferrari in Maranello, the 3.8-liter twin-turbo V8 doesn't build to the expected screaming Italian crescendo – it's deeper, more muscular and still deeply invigorating. You'd undoubtedly drive like a buffoon just to hear the thing. Second gear may be popular. Maserati Levante GTS View 8 Photos Stuffing a V8 into the Levante was never originally intended. It was only supposed to have a V6. Nevertheless, a group of engineers secretly took it upon themselves to see if they could fit the Quattroporte GTS' V8 into the Levante, because why not? Turns out they could and in the process, even beef up the engine. Rather than being lambasted by their bosses for going rogue on their little skunkworks project, Maserati instead green-lit not one but two V8-powered Levantes: the 550-hp GTS and 590-hp Trofeo. See, screwing around at work does have its benefits. The differences between GTS and Trofeo are largely horsepower, some minor cosmetic differences, and the Trofeo's extra standard equipment and heftier price tag. Respectively, that would be $121,475 and $171,475. The priciest V6-powered Levante S GranSport goes for $93,475. Maserati Levante Trofeo View 13 Photos Maserati didn't stop with the engine, however. The chassis was tuned to handle all those extra prancing horses, and while suspension componentry is shared with the rest of the line, tuning is specific for the V8's. The Sport Skyhook adaptive damping system was also retuned, while the air springs feature six different height levels spanning a total of 3 inches from its lowest to highest position.