FIRST DRIVE
Ghibli proves Maserati is no one-and-done flash in the pan
• The rejuvenation of Maserati offers the comeback story’s perfect combination of immediate awareness and low expectations. Which Maserati — now owned by Fiat Chrysler — thankfully exceeded.
The Ghibli, introduced in 2014 as a 2015 model, was starting to get long in the tooth, so it was time for an update. And a fairly fine job they’ve done. Along with the almost expected increase in horsepower — up to 350 ( plus five) for the base Ghibli; 430 hp ( plus 26) in the SQ4 — comes a host of, let’s call t hem maturing upgrades, that help continue the evolution of Maserati from niche segment alternative to mainstream luxury contender.
First and foremost is the addition of a new suite of safety devices. As much as the fabulously well- to- do who shop at this price point — the 2018 Ghibli starts at $ 85,050 and stretches past 100 large — might buy the Maser because it is more exotic than a mere Bimmer or Merc, they’ ll only re- up if it also meets their expectations for basic transport. So, as much as it seems incongruous to mention Maserati in the same sentence as self- driving, Maserati’s head of product planning, Roberto Corradi, is most proud that the new Ghibli has now reached Level II autonomy.
In addition to the now normal suite of lane- departure warning and forwardcollision warning, the 2018 model adds adaptive cruise control with highway assist, active blind- spot assist and even active lane keeping.
One aspect of the Ghibli’s redesign we won’t be getting ( at least initially) is Magneti Marelli’s adaptive LED headlights. Like many such systems, the computerized multi- beam headlamps can produce an almost infinite number of lighting patterns, ideal for lighting up the dark without blinding oncoming traffic. Unfortunately, regulations in North America outlaw such multiplicity.
In a bit of refreshing news, Corradi sees movement in the regulations, and hopes such adaptive headlamps will be compliant in about 18 months. They will be a big boon to safety.
The attraction of any Italian exotic is its sound and fury. Of which there’s plenty in the Ghibli. As noted, the SQ4 — the most popular, all- wheel- drive version of the Ghibli — pumps out 430 hp for 2018, a creditable number for a mere V6. And despite being twice turbocharged — usually the death knell of an exciting exhaust note — the 3.0-litre does the full Pavarotti every time you mat the throttle.
I have no idea what Italian exhaust engineers know that others don’t, but where other V6 engines sound flatulent, the Maserati scintillates, music matching might as it accelerates to 100 kilometres an hour in under five seconds. It also tops out at 286 km/h.
More impressive perhaps is the Ghibli’s implementation of electric power steering. Like so many manufacturers, Maserati is incorporating electronically assisted power steering ( EPS) as a fuel- conserving technology. Unlike other marques, however, Maserati’s rendition doesn’t turn the Ghibli into a numb- steering Camry. Indeed, for the first time in my evaluations, I found a computerized steering system superior to the traditional hydraulic-boosted variety.
Weighting is ideal, the response impressively direct and even the feedback, though a little diminished from a purely mechanical system, is more than adequate. Combined with extremely well calibrated suspension, the Ghibli attacks the serpentine roads like few other sports sedans.
That roadholding doesn’t come at the expense of comfort. Indeed, after all the compliments paid to engine and steering, the Ghibli’s best feature is Maserati’s adjustable Skyhook suspension.
Available on t he new GranSport trim — which also differs from the GranLusso version with unique front and rear fascias and interior trim — it proves firm yet compliant; coddling yet sporty. On French roads as pockmarked as Canada’s, the adjustability was much appreciated.
Inside, the Ghibli is again typically Italian, all warm colours and soft leather.
Another hi ghli ght is Maserati Touch Control Plus, which is just Italian for FCA’s Uconnect system. Before you assume that’s a slight, know that Uconnect is one of the best telematics systems going, with easily deciphered submenus and permanently displayed buttons that preclude the need for a back button or always returning to the main menu when you get confused.
As for interior faults, the major limitation of the new Ghibli, like the old, is that rear seat room is a little tight. And, despite top quality materials throughout, some of the fit and finish is not quite up to the standards of segment-leader Audi.
But Audi ( or BMW and Mercedes- Benz) can’t offer the same feeling of exotica that is driving a Maserati. Nor can its direct competitors match its combination of sporty handling and superior comfort. Yes, one does pay a premium for that exclusivity, but the new Ghibli proves that Maserati is by no means a one- and- done flash in the pan.