Maserati Ghibli Trofeo

The addition of a 572bhp V8 turns the Ghibli into a genuine M5 rival – but one with a satisfyingly subtle approach to the supersaloon

YES, IT IS GETTING ON A BIT. AND YES, IT does still share some components from the Chrysler parts bin. And, well, yes, you probably did forget that Maserati still makes the Ghibli. But if you enjoy your supersaloons with a unique slice of character and personality compared with the usual suspects, then Italy’s answer to the M5 has just got a whole lot more compelling and, crucially, competitive.

As with the Quattroporte (issue 287), Maserati has added a Trofeo model to the Ghibli line-up, which means that for the first time the smaller of the two saloons from Modena now has an eightcylinder engine where previously only a choice of six-cylinder petrol or diesel units was available. And where the infotainment system might be borrowed from Chrysler via parent company Fiat, the V8 is 100 per cent European and home-grown in Italy.

Developed by Maserati but built by Ferrari, the twin-turbo V8 is related to the F154 motor you’ll

find in all V8-engined Ferraris from the Portofino to the SF90 (although the link weakens as you get closer to the 986bhp hybrid hypercar). Changes for the Trofeo include a wet sump in place of the Ferrari’s dry sump set-up and a cross-plane crank instead of the flat-plane item favoured by Maranello, the latter a prime reason why the Ferraris rev to 8000rpm but the Trofeo peaks at 6750rpm. And while the Ferrari and Maserati share the same bore size, the latter’s stroke is shorter, which is why it’s 3.8 rather than 3.9 litres.

It means the Ghibli’s power is checked at 572bhp – I know, how will we cope? – while peak torque is 538lb ft and available from 2250rpm. Now clearly these are hardly outputs to be sniffed at, even if the obvious German rivals all deliver over 600bhp and a twist more torque. Until, that is, you spot the porky 1969kg kerb weight and your heart sinks just a little.

But here’s the thing: the Trofeo has a level of performance for a car of its size and weight that feels pretty much spot-on for enjoying on the road without attracting the wrong sort of attention. It’s plenty quick enough, but rather than focus on sprint times (62mph is reached in 4.3 seconds) and lap times, the Trofeo exudes a confidence and sense of purpose at being very much its own kind of supersaloon, one that can still make encouraging progress but doesn’t require you to have your legal team on speed dial.

Left in its Normal mode, the Trofeo’s V8 feels more in tune with your expectations of a GT car. It gathers momentum with an effortless gate, the revs barely troubling the midway point on the tacho as the eight-speed ZF auto slips between ratios. On long journeys it relaxes you, carrying speed without ever causing your heart rate to spike – which makes you question why rivals feel the need to be so highly strung even when they’re in their mildest settings.

A switch to Sport mode or Corsa, the latter also disabling the stability control and only allowing the firmer of the two damper settings, provides sharper reactions and a more intense V8 experience. Both modes up the ante, quickening the responses and opening the exhaust valves significantly so you can hear the passion that every

‘It makes you question why rivals feel the need to be so highly strung’