Hello! Scooter, I’m back with another Maserati road test. This time I flew north from Milan, Italy to Lake Maggiore, where I enjoyed many beautiful views while testing out Maserati’s first all-electric convertible, the GranCabrio Folgore. It’s a beautifully designed new model, but I’m concerned about its starting price.
Background on Maserati’s first all-electric convertible
My most recent Maserati driving event was nearly two years in the making, as we first reported on the Trident brand’s all-electric GranCabrio convertible in October 2022. At the time, we only saw a camouflaged prototype. Maserati has nonetheless indicated that the early stages of development and testing of the GranCabrio Folgore have begun on the streets of Modena in northern Italy.
Since then, Maserati has launched two early Folgore BEV models: the GranTurismo coupe and the Grecale Folgore SUV, which I tested in southern Italy last March. In April, I was back in Italy for Maserati’s public launch of the GranCabrio Folgore convertible in Puglia.
That’s when we learned what specs this three-engine sports car would offer, including its 0-62 mph (0-100 km/h) acceleration time of 2.8 seconds. While we’re still waiting for the GranCabrio Folgore to officially launch in the North American market, I recently had the opportunity to visit Maserati’s home turf and test it out for myself. I’ve shared my thoughts below.
GranCabrio Folgore: specifications and performance characteristics
What’s refreshing about Maserati and its Folgore BEVs is that they are presented as is: a variant with every available feature, all premium in design and functionality. This type of business model makes my job easier because when I talk about specs, features, and pricing (get ready for that in a moment), I only have to talk about one option.
That being said, here are some relevant specifications of the Maserati GranCabrio Folgore Rose Gold convertible that I tested:
- Powertrain : 3 300 kW radial motors (2 rear, 1 front)
- Maximum energy: 560 kW (751 hp) / 610 kW (818 hp) with MaxBoost
- Max torque: 1,350 Nm (996 lb-ft)
- Top speed: 180.2 mph
- Acceleration from 0 to 60 mph: <2.8 seconds
- Battery capacity: 92.5 kWh (nominal) / 83 kWh (usable)
- Charging:
- DCFC – 800 V: 270 kW (up to 77 km in 5 minutes)
- DCFC – 400 V: 50 kW (19 km in 5 minutes)
- DC Charge Time: 20-80% in 18 minutes (at 800V – 270kW)
- AC charging time: 48 miles per hour (at 15 kW)
- Range: Up to 233 miles (EPA estimate)
- Approved weight: 5,249 pounds.
- Weight distribution: 50/50
- Turning radius : 40.68 feet
The Maserati convertible’s specs aren’t bad compared to its rivals in the luxury segment, but the range certainly leaves something to be desired. That said, the GranCabrio Folgore wasn’t necessarily designed for long road trips. We had plenty of range left after our day of driving (and FAST driving).
In my experience, it’s perfect for cruising along the coast with the top down and opening it up on the straights. The downside to Maserati’s unique 800V platform is the limited space for more batteries. On the other hand, the Italian automaker has managed to offer a 50/50 weight distribution, which is better than its combustion counterpart, even with an additional 933 pounds of weight from the batteries.
Driving Maserati’s Tri-Motor BEV Convertible in Italy
As the convertible version of Maserati’s first battery-electric vehicle on its 800V platform, the GranCabrio offers a bit more freedom (and headroom) than the GranTurismo Folgore. When I drove the Grecale Folgore SUV, I found its exterior a bit flat and boring.
Not so the GranCabrio Folgore. It has a sleek but muscular design and rides bigger than it looks due to its weight. Notice its single-clamshell hood that extends as a single stamped piece across the front of the vehicle and over the wheel arches. How often do you see so few queues out front? Gorgeous.
Inside and out, tiny details have been executed to the highest quality standards, and it’s the best-looking Maserati I’ve personally seen and driven. The interior is comfortable and spacious up front, but the rear seats are obviously quite narrow, given the sporty EV’s overall length (4,966 mm).
I found the central display easy to navigate and use, with very little need to wade through multiple menus. Most of your most used functions are quickly accessible from the steering wheel or the display and are intuitively placed.
I don’t necessarily mind physical buttons for driving functions like Park and Drive, but I wasn’t a fan of Maserati’s decision to place them in the center of the dashboard between the screens. My hand’s instinct was to reach for the steering wheel or between the front seats to change modes.
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Source: Scooter Doll -
This convertible’s all-electric driving modes, however, were very easy to navigate using a button on the steering wheel. While I spent most of my time in “Sport” and “Corsa” modes to feel the full performance, I tested every mode of the Maserati throughout my trip and enjoyed the feeling of each…especially stiffness and torque. vectorization of Corsa.
The acceleration was superb. This baby can go. We often passed the Trofeo combustion versions on the road thanks to the Folgore’s three engines and massive torque. Passing almost any other car on the highway or back roads should pose no problem for future owners.
Despite being a convertible, I found the Maserati GranCabrio to be surprisingly quiet to drive. It’s obviously quieter with the roof and windows up, but even with the roof down and the windows up it was very pleasant, and I really can’t complain about the ride with the roof and windows up either.
The air-conditioned seats were there for me when I was out in the sun, and a heated “air scarf” feature is available near your neck on the front seats if you get cold from the chilly air.
One of the downsides I’ve noticed, which affects most convertibles, is the lack of trunk space in this Maserati, especially when the top is down and folded. That said, there is additional storage space in the rear seats if you have anything larger than a few carry-on suitcases.
GranCabrio Folgore: price, availability, our video test
Overall, this is my favorite Maserati BEV model that I have driven so far. I think its overall design is the neatest in the range and it delivers performance to match its luxury. Even as a convertible, I found the GranCabrio Folgore to drive smoothly and as quietly as possible without a roof.
The location of the Maserati battery on the 800V platform is particularly noteworthy in this model, as its added (and evenly distributed) weight helps keep the tires on the road, even on hairpin bends. After driving this model, my two criticisms relate to its range and its price.
The EPA-estimated range of 233 miles is adequate for a vehicle of this size and type, but I would have liked to see more, given how much Maserati is asking for the all-electric convertible. That brings me to my next issue: the GranCabrio Folgore starts at an MSRP of $205,000 before an additional $1,995 in destination and handling charges.
At such a price, I can’t help but wonder who will buy this model. Die-hard Maserati fans may still opt for the combustion version, although I’d say the Folgore is only $13,000 more and offers significantly better performance. Additionally, electric vehicle enthusiasts, even the most well-off, will likely opt for a Lucid Air GT or Tesla Model S Plaid for half the price of the GranCabrio.
Is it really worth shelling out more money for a convertible? The market will answer that question when the Maserati GranCabrio Folgore hits North American showrooms this fall as a 2025 model.
Until then, be sure to check out my driving footage and impressions from Northern Italy below:
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