Maserati Grecale review

Although Maserati’s original press release claimed the Nettuno V6 was “100% Maserati”, it is quite clearly related to the Alfa Romeo V6. They certainly look quite similar in the engine bay, sharing the exact same plastic cover. Part of the reason for the Nettuno’s existence is likely to be that Maserati wanted a higher-power dry-sump version for the MC20.

At 523bhp, it has just 20bhp more than in the Stelvio, but it uses this to very good effect, as the Grecale shaves 0.4sec off the Alfa’s 0-60mph time. Needing just 3.6sec, it’s quicker than every rival we have tested. The BMW X4 M and Jaguar F-Pace SVR were in the 4s, and even the mighty outgoing Mercedes-AMG GLC 63 S needed a tenth more. Not being limited to 150mph like the Mercedes, the Grecale keeps pulling hard at those autobahn speeds. 

There were a few damp patches on the day of our testing, so although the Grecale matched its claimed 0-62mph time of 3.8sec, it might go slightly quicker still in perfect conditions.

Then again, it might not, because the way the Grecale leaps off the line isn’t the most graceful we have experienced. Unlike the Stelvio, it has launch control, which lets the revs build to about 3000rpm before unleashing 457lb ft of violence onto the axles. When that happens, you feel the car rear up due to the fairly soft, underdamped suspension.

‘Leaping off the line’ can at this point be taken literally, since it feels like the unloaded front wheels struggle for traction, conspiring with the suspension to cause a few disconcerting hops. 

Thereafter, it rifles through its closely stacked ratios (exactly the same ones as the Stelvio). The short gearing does wonders for making the Grecale an engaging car on the road. In refreshing contrast to many Porsches, where reaching the top of second gear involves breaking every speed limit in the UK, you can redline the Grecale in second and get a good way through third before breaching 60mph.

That in turn creates a reason to use those lovely metal paddles. A good dual-clutch gearbox may have marginally faster and crisper shifts but, like in BMW M cars, this ZF eight-speed is plenty quick and has the edge in smoothness and drivability, which are surely more important in what is going to be an everyday car.

You also notice the family resemblance with the Alfa V6 in the Nettuno’s character. Being very turbocharged, it needs a few revs to fill its lungs before really surging forwards – hence the slightly slower first increment for the in-gear times.

That turbocharging means the not-very-silenced exhaust is what you hear, rather than any intake noise. It’s gravelly and hoarse, smoothing out at higher revs. It’s exciting and free-revving, but hardly tuneful, as is the typical high-performance V6 way.

Track Notes (Hill Route, Millbrook Proving Ground)

The Grecale is obviously no track car, and that’s confirmed by the fairly soft suspension, but once you get used to managing the body roll, it acquits itself fairly well. There is plenty of grip from the Maserati-specific Bridgestone Potenza Sport tyres, and the steering has enough feedback to let you settle the car into the corners.

The four-wheel drive system is naturally rear-biased and the e-diff is happy to send plenty of power to the outside rear wheel and rotate the car through corners. In Corsa mode, with the ESC switched off, it will take on a bit of oversteer angle. On a wet skid pad, the Grecale will do extended drifts with little provocation.

Where the Grecale can come unstuck is through the Hill Route’s big compressions, where the soft suspension runs out of travel.How hard you hit the bump stops depends on which mode you are in. In Corsa mode it’s just about manageable, but in any of the softer modes the car feels quite upset.