试驾:2025 款玛莎拉蒂 GranCabrio 汽油版与电动车版
Maserati
Sense or emotion? Which of your big decisions was made?
This is the question Maserati asked when it released two versions of the GranCabrio: one powered by an internal combustion engine and the other powered only by electricity.
Outwardly, the two products are almost identical, with only minor differences to distinguish them.
Looking at the silhouette, the new GranCabrio appears to be an evolution of the previous model. Maserati calls it "visually permanent". But look closely, and you'll notice the MC20-style vertical headlights and the sculptural one-piece hood. It's called "cofango" in Italian, and it certainly sounds sexier than "clamshell". It was made from a single sheet of aluminium, and Maserati had apparently struggled to find a supplier. The taillights are a nod to the 3200GT boomerang design.
Maserati
Maserati
Maserati
From the rear, it's easiest to distinguish this electric model, called the Folgore, from its Trofeo sibling, which features an internal combustion engine, mainly because it doesn't have an exhaust pipe. From the front of the car, you'll notice a slightly different grille design and fewer cooling vents on the dashboard. The Folgore's wheels feature a unique aerodynamic design, and at the end there's a badge with copper-colored Folgore lettering and the iconic Trident logo, while the Trofeo uses chrome.
The interior design is shared, but Folgore buyers can opt for recycled Econyl material paired with a delicate laser etching unique to Maserati.
However, in terms of power, the difference between the two cars is very significant. Under the Trofeo's cofango is a twin-turbocharged V-6 engine. It's essentially a downclocked version of the three-liter Nettuno engine that debuted on the MC20. After a few modifications, including the use of a wet sump lubrication system instead of a dry sump lubrication system, it lost around 80 horsepower and 1000 rpm when transitioning from a supercar to a GT (or in this case, GC) powerplant. There's still 542 horsepower at your disposal, though, which is delivered to all four wheels via an eight-speed automatic gearbox controlled by thick aluminum paddles.
The same shifters are also present in Folgore, but here they are used to set regenerative braking, since electric cars do not need to shift gears. Instead, it has two rear motors – one for each wheel – and one for the front axle. The car, which was developed based on Maserati's experience with single-seater Formula E, can output 400 horsepower per wheel, but with a 92.5 kWh battery pack, the maximum output on the wheels is 760 horsepower. The total weight is 2340 kg (5159 lb), which makes the Folgore 80 kg (166 lb) heavier than the Trofeo. Both cars are constructed with 65% aluminum, with some magnesium and steel mixed in. They share a double-wishbone front/multi-link rear suspension layout with air springs and electronic shocks. Equally common are the Brembo six-cylinder front brakes and quad caliper rear brakes, with 265/35 ZR20 tyre sizes at the front and 295/30 ZR21 tyre sizes at the rear.
Maserati
The approximately 100-mile drive, starting on the shores of Lake Maggiore in Italy, climbs up the hill, combining short motorways with steep uphill and downhill climbs, sharp turns, and sweeps, each with its different characteristics becoming very clear.
I set off in the Trofeo and drove slowly through the picturesque lakeside town in comfort mode, the sound of the V6 engine was barely audible and the air suspension absorbed the unevenness of the speed bumps and the road surface that had recently been damaged by winter ice. In fact, there is still snow on several of the surrounding peaks. The gearbox runs quietly, and the gear shifts are barely noticeable.
Maserati
As the road turned inland and began to climb, I gradually experimented with other driving modes, with the Launch GT setting providing a good balance of performance and ride comfort, while the Sport and Corsa lowered the ride height and strengthened the suspension. At the same time, I chose to shift the gears myself and extend the engine revs as much as possible to the red line of 7000 rpm. Now, the exhaust valve opens and the V-6 makes a wonderful sound. The sound is harsh and lively, louder than the bass-heavy V-8, accompanied by the whooshing of the turbo intake.
When the roof is lowered, it feels more intuitive – emphasizing and even exaggerating the sense of speed. It's definitely a fast car, capable of accelerating from zero to 60 mph in 3.4 seconds and going up to a top speed of 196 mph, but occasionally on the narrower hairpin corners, the turbocharger kicks in, everything kicks in, and I hesitate for a moment before I'm thrown into the next corner.
While not small in size and lightweight, the GranCabrio is much more nimble than I thought it would be, with a responsive and grippy corner. At the most extreme accelerations, the rear end occasionally wobble, and at the stiffest suspension settings, the ride is a bit abrupt, while the Corsa mode is a bit low for sometimes bumpy mountain roads.
Maserati
Later, on a stretch of highway, there was a brief opportunity to discover the Gran Cabrio's ability to travel long distances. When driving at 80 mph or higher, there is little to no bump even without a rear wind deflector installed. Once the roof is raised (achieved by a slightly complicated swipe and hold touchscreen), it is very quiet, with the faintest whistle only at the junction of the front and rear windows. Regardless of the weather, you can cross the continent very comfortably. If there's a chill in the air, a strong air scarf mounted on a heated seat can help keep the cold at bay. But today it's the other way around, so the air conditioner is turned on high and the seat fans are set to cool. If you're tired of the sound of an internal combustion engine in the distance, the award-winning Sonos Faber 3D sound system is standard.
The cabin is great, although the Ronald McDonald's combination of a test car's bright yellow exterior and red interior may not be to everyone's taste. The mix of leather, carbon fiber, and aluminum is well-made, and the remaining plastic is usually of high quality. The central screen is the right size and there is no delay in operation, but there are so many features that there is not enough time to explore them. The dashboard is also digital and has a saddle-shaped design to make the most of the available space. Different driving modes offer different designs and information, but all seem to be easy to read. Not so immediately clear is the head-up display. Barely visible in bright sunlight. In fact, it took me about ten minutes of driving to realize it existed.
Maserati
Maserati
The only notable complaint is the shift switch located in the center console, which comes in a piano black finish. Once familiar, the shift switch may become habitual, but reaching out from forward to reverse when parking doesn't feel intuitive. There isn't a lot of boot space, and if the roof is in place, you'll have to manually move the divider for maximum storage space and then put it back in place to lower the roof.
规格:2025 款玛莎拉蒂 GranCabrio Trophy
- Price: $193,995 (with base MSRP for destination)
- Powertrain: 3.0-liter twin-turbocharged V-6, eight-speed dual-clutch automatic transmission
- 马力： 542 hp @6500 rpm
- 扭矩： 479 lbft @3000 rpm
- Layout: All-wheel drive, two-seater convertible
- Curb weight: 4317 lbs
- Fuel economy: 19 miles per gallon on average
- 0–60 mph: 3.4 seconds
The layout of the electric version of the Folgore is the same, as are three of the four driving modes. The default GT settings deliver up to 80 percent power, the Sport and Corsa deliver full power, and there's also a Max range option that reduces power and limits the top speed to 80 mph to help reach the maximum 447 kilometers (278 miles) predicted by the European WLPT test. However, on a mixed route, about 340 kilometers or 211 miles is more likely.
Maserati
Maserati
The Gran Cabrio Folgore is the first Maserati to feature an 800-volt architecture, which means it can be charged at up to 270 kilowatts. With the right fast charger, you can charge from 10 to 80 percent in 18 minutes, or add 100 km (62 miles) to your range in just five minutes. This opens up the opportunity for a real Grand Touring – you can drive for at least a few more hours while you stop for an espresso.
On the highway, the Folgore offers an experience that is even more refined than the already impressive Trofeo. It drove quietly, and the mileage just floated by. Like the Grecale Folgore, it actually has some synth sounds, but especially when the roof is down, you'll barely notice it. It should increase with each driving mode, but I can't say that I'm really aware that the rumble is increasing.
That's probably because I was preoccupied when I entered the mountains again, this time with the legendary Motorone Road. Locals call it the "drive" road, and it's easy to see why. As it climbs to the viewpoint above the valley, it sends you various turns, with few straights in between.
Maserati
Trofeo is good, but Folgore is a step further. As you'd expect, the thrust generated by its three motors is very strong, but the car's composure, agility, and sheer ground coverage are outstanding. It's heavier than the Trofeo but feels lighter, and the battery pack is mounted in a T shape underneath the chassis. Three motors allow for precise torque vectoring control, so each wheel always has just the right amount of power, and the result is that this machine can sprint into corners and then go out at high speed. Unlike the Trofeo, you can really feel the instantaneous torque on the front axle helping you drag from apex to exit. The Trofeo's brakes are powerful, but with increased energy recuperation, the Folgore's brakes are even more impressive, without the feeling of extreme weight transfer. The paddles behind the steering wheel provide four regenerative braking settings, the most demanding of which provides a near-one-pedal driving experience. I found that on these narrow and windy roads, turning the speed down a bit was a great way to achieve a smooth transition between throttle and brake without disrupting the traffic.
规格:2025 款玛莎拉蒂 GranCabrio Folgore
- Price: $206,995 (with base MSRP for destination)
- Powertrain: 92.5 kWh battery, 3 electric motors
- Horsepower: 760 hp
- Torque: 1069 lb-ft
- Layout: All-wheel drive, two-seater convertible
- Curb weight: 5159 lbs
- Range: 278 miles (European WLTP)
- 0–60 mph: 2.8 seconds
Trofeo can sometimes feel like it's faster than it actually is, while Folgore is the opposite. Since there is no sound trigger, it is easy to reach ridiculous speeds that can only be identified by numbers on the dashboard. It will be recorded to accelerate from standstill to 60 mph in a stomach-rewrenching 2.8 seconds and achieve a 180 mph battery shock vMax.
In almost every way, Folgore is the superior product. It outperforms its cousins by far better, which is also reflected in the price. You can buy a Trofeo for $192,000, but for a truly exhilarating experience in Folgore, it will cost you $205,000 (no additional costs included).
That's a huge amount of money, but at the moment it's in its class. It's the only four-seater, all-electric luxury convertible currently on sale, and if your sanity trumps over your feelings, then it's your only option.