We've already weighed and measured the entry-level Maserati Grecale GT, and we found it wanting, if not by much. But Maserati has also launched a sporty Trofeo model that promises more power, more aggression and more excitement as a result. But will an impressive 0-100km/h time and sharper handling be enough to bring the Grecale up to speed?
In the metal
This is the Grecale we all want; it's the go-faster V6 version with more turbochargers and less mild-hybrid technology. But it doesn't shout about its lofty position in the Grecale range all that much. Yes, it sits a little closer to the ground and yes, the Trofeo name is scrawled across the front wing, but otherwise the differences are subtle (so long as you don't go for yellow, obvs). Some red trim around the three front wing vents, bigger wheels and some black exterior trim account for most of the changes.
Whether that's a good thing or not will depend on your opinion of the styling. We've heard comments ranging from incredibly positive to incredibly punitive, suggesting that Italy's latest SUV is as divisive as a bottle of yeast extract spread. That said, we fall somewhere between the two camps, accepting that the Grecale appears to have borrowed some features from elsewhere while also enjoying the effect from certain angles. To call the Grecale ugly would be a step too far, but it isn't the most imaginatively styled premium SUV on the market.
Strangely, however, the Trofeo looks a little cheaper than the more restrained Grecale GT and Modena versions, thanks to the red trim on the front wings. To our eyes, it looks a bit aftermarket, as though someone raided the local motor factors to find some sporty-looking parts.
Happily, the Grecale's interior doesn't look or feel as cheap as the crummy red trim might suggest. The dashboard is pretty much identical to that of the GT model, which means you get a clean, flowing design dominated by four digital screens. There's a natty configurable instrument display behind the steering wheel, and two central touchscreens, as well as a small, circular display in the dashboard.
Positioned where the clock would normally be, the latter can show a traditional clock face, or it can be used as a G-meter or even a compass. That might be a bit of a gimmick, but the other three screens all have plenty of purpose - particularly as Maserati has stripped out most of the physical buttons from the Grecale dashboard. The gear selector buttons are wedged between the two central screens, but pretty much every other switch has been removed, with control handed over to the touchscreens.
Normally, we'd be set against such a plan, but it isn't too troublesome in the Grecale because the screens are a massive improvement on anything Maserati has previously produced. With crisp graphics and equally sharp responses, they work well most of the time. Occasionally they get caught out, and the menus can be a bit confusing, which puts them behind the class-leading BMW, Volvo and Mercedes systems, but they're as good as anything Jaguar and Land Rover are producing.
It isn't all good news, though. Ergonomically, the Grecale cabin can be a bit of a nightmare, with gimmicky push-button door catches (there are mechanical emergency catches in the door pockets, too) and long gear-shift paddles behind the steering wheel that impede your fingers as you reach for the indicator stalks.
Worse than all that, however, is the occasional slump in build quality. It might surprise some to know the Grecale interior is very solid, with the Trofeo model adding to that impression with some sporty perforated leather upholstery and exposed, three-dimensional carbon-fibre trim. It's all bolted together relatively well, but some of the chrome-effect plastic feels a bit thin and rickety, while the buttons that festoon the steering wheel really feel underwhelming. Compared with a Porsche Macan GTS, it's a bit of a disappointment.
On the plus side, it is at least spacious. Although the Grecale is based on the same foundations as the Alfa Romeo Stelvio, it has been stretched a little, giving the Grecale extra legroom in the back. That makes it very spacious for most passengers, but the very tallest will still find fault with the curving roofline. There's no arguing, though, with the boot space on offer. At 570 litres, the Grecale Trofeo's luggage bay is actually slightly larger than that of the Grecale GT, and crucially, it's also bigger than those of its key rivals.
Driving it
Unlike the standard GT model and the mid-range Modena, which make do with surprisingly pleasant 2.0-litre petrol engines, the Trofeo gets a thumping great 3.0-litre V6. In that oh-so Italian way, it has a name - Nettuno - and it's a detuned version of the high-powered engine you get in a Maserati MC20 sports car.
Even so, it pumps out a pretty meaty 530hp and 620Nm of torque, which is distributed between all four wheels via an eight-speed automatic gearbox and an electronic limited-slip rear differential. On paper, that's enough for a 0-100km/h time of 3.8 seconds, making this top-end Grecale noticeably faster than a Porsche Macan GTS and on a par with the unhinged Alfa Romeo Stelvio Quadrifoglio with which it shares so much.
But it doesn't feel all that fast. Admittedly, the rules and regulations of northern Italy at the time of our test drive meant that our car was fitted with winter tyres despite the mercury touching the 18-degree mark, and that won't have shown the car in its best light, but it still didn't have the shock and awe of the Stelvio Quadrifoglio.
That's partly due to the noise from that 3.0-litre V6 and its four exhaust pipes. Where the Alfa howls its way to the redline, the Grecale Trofeo feels more genteel and discreet in its power delivery. The engine sounds great at idle, but the soundproofing in the cabin is so good that you don't get much sense of its blood and thunder as it propels you in the general direction of the horizon.
The advantage, however, is a much more grown-up experience when you're trying to cruise along at everyday speeds. The Trofeo is hushed on the motorway, with little noise from either the tyres or the air rushing over the car's surfaces.
The ride is well judged, too. It feels noticeably firmer than the GT model, but that's only to be expected, and it has a range of suspension settings designed to tune the car to your needs. It's a bit fidgety and bumpy over rough surfaces and at lower speeds, but the comfort setting comes in handy on a long haul, slackening the suspension to soften the edges on uneven roads. That does reduce the Trofeo's impressive body control in corners, though.
Opt for one of the sportier modes, however, and the Trofeo has much better control of its bulk. It still leans a little, giving the driver a bit of feel for the stresses and strains they are putting on the car, but it's more controlled than in the standard GT.
The winter tyres of our test car make it hard to draw solid conclusions about the Trofeo's handling, but we can tell that it feels slightly more planted than its 2.0-litre sibling. The wider rear track surely helps in that regard, as does the tighter suspension set-up. The rear-biased all-wheel-drive system helps with balance, too, while the rear differential helps to get the power down when exiting tighter corners.
In our test car, however, the steering felt a little woollen and vague, while the turn-in wasn't quite as sharp as we might have hoped. Whether that's down to the car or its tyres remains to be seen, but we suspect the tyres are largely to blame. With a decent set of summer tyres on those 21-inch rims, it might be a different story.
What you get for your money
Maserati has not yet confirmed prices for the Grecale Trofeo, but expect to see some big numbers when it does. Of course, without any Maserati dealers in the Republic of Ireland, Irish customers are more or less forced to import their car from the UK - Charles Hurst has a Maserati outlet in Belfast - where prices are expected to start at well over €100,000 - or the equivalent thereof.
Summary
Oddly enough, the Trofeo is the least convincing and least competitive version of the Grecale. Not only is it likely to be very expensive, but it's outshone by the supposedly 'lesser' Alfa Romeo Stelvio Quadrifoglio when it comes to excitement. The jury may be out on the handling, and the figures certainly prove its turn of pace, but the Grecale is neither the best built, nor the best-looking car in its class. It has its appeal - particularly when it comes to performance - but the Porsche Macan, BMW X4 and Mercedes-AMG GLC Coupe are all more rounded products.
