Maserati’s Grecale Trofeo – AURAL SEX

Maserati’s Grecale Trofeo

AURAL SEX

As you’d already know, ‘Maserati’ ends with a vowel, as does Alfa Romeo, Ferrari and Lamborghini. The name doesn’t, of course, say it all, but locates the brand both geographically and historically. In the first century of internal combustion engines, while propelling machines and their pilots over often primitive roadways and dangerous circuits, Maserati drivers were frequently on the podium, their cars often in the winner’s circle. Today’s Grecale Trofeo will more likely appear at those upscale joints populated by today’s movers and shakers, moving quite quickly…and shaken rarely.

The Grecale is Maserati’s midsize crossover, competing against BMW’s X5, the Mercedes GLE and – perhaps most directly – Porsche’s now-ubiquitous Macan. In the Maserati lineup it sits beneath the larger Levante crossover, the Quattroporte luxury sedan while sharing roughly the same price point as the midsize Ghibli 4-door sedan. The Grecale is available in three degrees of ‘sport’: the turbocharged, 4-cylinder Grecale; a Grecale EV; and our test subject, the gas-eating, fire-breathing Grecale Trofeo. In short, buckle up!

In a sea of overwhelming angularity, the Grecale’s shape is almost an organic respite. Sitting on a 114-inch wheelbase and stretching some 191 inches, the Grecale Trofeo – presented in Bianco Astro! – sits on 21-inch ‘Pegaso’ wheels finished in navy blue. This is what Maserati has to say: 

“Cosmopolitan and modern. Italian and timeless. Out of this creative tension comes the all-new Grecale SUV. Its sculpted lines fuse essential iconic design elements with an audacious, futuristic outlook. Purity of shape, free of ostentation. Exceptional never follows trends.”

Yup. With its curves and creases in perfect alignment, and with a scale that’s more Autostrada than autocross, the Grecale Trofeo exudes a quiet authority that can be appreciated by those in the know while (hopefully) ignored by those wearing a badge. Given its performance envelope you’ll want that anonymity. 

Inside you could easily mistake the interior for a Mercedes. In the black leather of our test Maserati (I only had it a week and am already using a possessive…) the leather was comfortable and supportive, but more workmanlike than lavish. And given that the Koreans have appropriated the quilted leather look and feel, taking a turn for ‘clean and contemporary’ is a decision this fanboy can live with it. The front buckets are super-supportive, but still relatively easy to slide the bum into, while the rear seat is very comfortable for two, and with enough width to allow a third passenger a run for ‘lunch’. But not – please! – in the car.

In front of the driver is a gauge package with digital presentation, while in the center is an infotainment panel with touch-activated controls. And that includes the PRNDL panel, which works – but a traditional stick control works better. The gauges you’ll be most interested in are the speedo and gas gauge; the Grecale Trofeo is mightily quick (Car and Driver estimates 0-60 in 3.6 seconds…and I wouldn’t argue), and correspondingly thirsty. The EPA estimates fuel economy at 17 City/23 Hwy/19 Combined. We’d call it 15, wherever you’re going and most of what you’re doing. 

Achieving that speed while drinking that gas is a twin-turbocharged 3.0 liter V6 producing 523 horsepower and 457 lb-ft of torque. And to be sure, there are any number of performance EVs capable of giving you the same power and performance. None, however, will awaken (or arouse!) your senses quite like the Grecale Trofeo’s orchestration will. This thing is absolutely symphonic, and could serve as a master class if, you know, male adolescents were allowed to take a master class. Its capability is astonishing, and if going to jail you’ll have up to three friends with you; surely one can take your car back to your driveway.

In your defense is the ability to control its performance. The Grecale Trofeo’s 4,600 pounds are suspended by Maserati’s Skyhook performance suspension with electronic damping, an electronic limited slip diff minimizes slip, and the brake rotors are sized to bake a pizza pie. Additionally, the Trofeo comes equipped with five drive modes: Comfort, GT, Off-Road, Sport and Corsa. I typically kept it in Sport and avoided Off-Road – or going off-road.

With that, the Grecale Trofeo – mightily fast, thirstily thirsty – is also dearly expensive, racing right through the $100K threshold (which is where I stopped with two cars) and accelerating to $123K equipped. As you’d know, that investment level isn’t for the faint of heart, but then, a base 911 Carrera is now pushing $130K – and try finding a base example. For the target audience $120K is chump change, and the only real consideration is the initial depreciation that many luxo brands suffer – along with their owners. 

If I’m in the Maserati showroom thinking Italian SUV, I might slide back to the standard Grecale, with its turbocharged four propelling you to 60 in but 5.0 seconds, and with a top speed of jailtime – but not, you know, months in jail. Those five seconds are over one second slower than the Trofeo; but hell, you can leave just one second sooner. And you’ve saved some $40,000. 

Maserati showrooms are more difficult to locate than Benz, BMW or Porsche, but if looking for an SUV with the ‘S’ underscored, Maserati is building it. You can, of course, go online – but visit the showroom and schedule a road test. Ciao, if you will, down.