2008 - Maserati Gran Turismo on 2040-cars

Auto blog

The new Lotus Evora GT430 Sport is quicker with an automatic

Few automakers exploit platform variants as much as lotus. The company has four models, one of which is essentially a hardtop version of another. The Lotus Evora 400 sits atop the range, and since its debut last year we've seen the Evora 410, Evora 410 GP Edition and the Evora GT430. Today, the British automaker announced the Evora GT430 Sport, essentially a less hardcore but nearly as capable version of the GT430. The two biggest differences are the non-limited availability and the available six-speed automatic transmission. All 60 examples of the GT430 were only available with a manual. Both cars use the same 3.5-liter V6 topped with an Edelbrock supercharger that's good for 430 horsepower. Manual models make 325 lb-ft of torque, while automatic-equipped cars make 332 lb-ft. Despite a 24-pound penalty, the GT430 Sport automatic hits 60 mph in 3.6 seconds, a tenth quicker than the manual. While gearing in the automatic limits top speed to 170 mph, manual models can reach 196 mph. That makes this the fastest road-going Lotus ever. No matter which one you choose, the GT430 comes with Ohlins TTX two-way adjustable dampers, slotted and ventilated brake discs with AP Racing four-piston calipers, a Torsen-type limited slip differential and an adjustable traction control system. The front and rear bumpers, front access panel, roof panel, rear quarter panels and one-piece louvered tailgate and spoiler are all made of carbon fiber. The non-Sport GT430 adds a carbon fiber front splitter, rear wing, louvered wheel arches and a wider set of wheels and tires. The carbon fiber theme continues inside. The seats, door sills and parts of the instrument cluster are all made of the lightweight material. Most of the rest of the interior is trimmed in leather and black Alcantara. At $136,000, the new GT430 Sport undercuts the limited-run model by about $11,000. There's no word on if the car will make it here to the U.S. Hopefully Lotus' new parent company will keep the ball rolling. Related Video:

2020 Maserati Quattroporte S Q4 Drivers' Notes | Lost that loving feeling

The 2020 Maserati Quattroporte is the Italian brand’s flagship sedan. ThereÂ’s only one other Maserati sedan — the Ghibli — but the Quattroporte commands the big bucks with its blend of opulent luxury and performance, all topped off by a Ferrari-sourced engine. We drove the Quattroporte S Q4 in GranLusso trim, which is the less powerful and cheaper partner of the GTS. Since it's the GranLusso, it added silk-and-leather upholstery, heated and cooled seats, a chrome front fascia insert, 20-inch wheels and glossy black brake calipers. An impressive, high-tech 3.0-liter twin-turbocharged V6 engine lurks under the S Q4Â’s hood making 424 horsepower and 428 pound-feet of torque, both respectable numbers for a boosted six-cylinder. ItÂ’s paired with a ZF eight-speed automatic transmission thatÂ’ll send this big sedan from 0-60 mph in just 4.8 seconds. The all-wheel drive system is no slouch. It sends 100% of the power to the rear wheels in most driving conditions, but can quickly send as much as 50% of torque to the front wheels if it detects a loss of grip. It also has a limited-slip rear differential. At about 207 inches in length, thereÂ’s no disguising that the Quattroporte is a large car. ItÂ’s about the same size as a BMW 7 Series, Audi A8 or Mercedes-Benz S-Class sedan. When youÂ’re competing with those names, the standards for excellence tend to be off the charts. Of course, Maserati comes with its own expectations and standards of performance. This carÂ’s electrically-controlled adaptive dampers, Brembo brakes and unique exhaust note go a long way toward enhancing the driving experience, but read on to see what our editors think after spending a week in the driverÂ’s seat. Senior Editor, Green, John Beltz Snyder: Hearing the word “Maserati” evokes something. A sense of exotica and exclusivity, notions of performance and luxury, whiffs of elitism and maybe even envy. When people see a Maserati Quattroporte in person, very little of that happens. People will eye a Bentley, give a thumbs-up to a passing Porsche, and straight-up gawk at the right Jaguar. By contrast, no one seemed to notice this Maserati, be it on the highway or when parked next to them in the parking lot. I canÂ’t blame them. Its design doesnÂ’t really scream, well, anything. Under normal driving, the 3.0-liter V6 under the hood doesnÂ’t either. In Sport mode, though, the twin-turbocharged Ferrari-sourced engine raises its voice in a sonorous growl.

Step inside the secret lab creating Maserati's future

MODENA, Italy – Driving Maserati's raucous GranTurismo MC and the effortlessly quick Levante SQ4 back to back feels like traveling through time. Horsepower doesn't go out of style, but a user interface quickly does, and the GranTurismo looks like it's from another era in that respect. Designers, engineers, and executives are busily orchestrating a transformation that will ensure the 105-year old firm's next leap forward is even more dramatic. Autoblog went behind the scenes in Maserati's Innovation Lab – which has never been opened to outsiders before – to find out how the looming metamorphosis will shape Fiat-Chrysler Automobiles' (FCA) flagship brand. Maserati is on the brink of a ground-up redesign that will take it into new segments of the market, and diversify its powertrain palette. We heard the term electrification used on many occasions during our visit, though company officials resorted to automotive omerta when we asked for additional details. An earlier product plan reveals every upcoming addition to its line-up will be available with an electric powertrain, and there will be quite a few cars to electrify. Historically a small, almost niche automaker, Maserati is on track to release five new models between 2020 and 2023, including a second SUV positioned below the aforementioned Levante, plus replacements for most of its current cars. Technology is playing a significant role in Maserati's renaissance. The company's four-year-old Innovation Lab is home to simulators capable of reproducing six months' worth of wear and tear in two weeks. Engineers can dial in a variety of situations, locations, and road conditions, ranging from a winding country road in France to a busy highway in southern California. They can digitally insert potholes, add rain or fog at the push of a button and remove either just as quickly, and put virtual prototypes on a long list of race tracks around the world, including the Nurburgring. Digital wind tunnels help the team test future cars well before they're built. This approach saves time and money, explained Luca Dusini, the man responsible for Maserati's vehicle dynamics testing and simulation. Making every dollar and each minute count is key to pulling off such an ambitious overhaul. 90% of development work is carried out on the various simulators, according to Dusini. This is significant, because Maserati is developing most of the technology it will pack into its future models from scratch.