The sixth generation Maserati Quattroporte has served as the brand’s flagship sedan since production began in 2013. For 2021 models.
Trofeo’s goal is simple. It’s all about giving the best performance. Maserati Quattroporte Yet at the heart of that pursuit is a 3.8-liter twin-turbocharged V8 derived from Ferrari. The engine isn’t new to the Quattroporte, but it’s stronger than ever, boosting power from 523 hp to his competitive 580 hp.
In linear terms, the Quattroporte is like an Italian muscle car, full of speed and drama. For better or worse, this 6th generation car looks old school. This big sedan is still attractive, but that segment has completely changed over the past decade. The Quattroporte is not cutting edge in technology, performance, or material selection. But after a few days and hundreds of miles, it became clear that the Quattroporte had enough appeal.
We first saw the sixth-generation Quattroporte over a decade ago, ahead of the 2013 Detroit Auto Show. Despite following in the footsteps of the now-iconic fifth-generation model, the current car retained its identity with its sharp front hemifacia, swollen rear hemiarch and aggressive stance. A beautifully aged look.
Quattroporte is not overly complicated to pursue visual interest. Simple, balanced and cohesive. The same goes for the current model Trofeo. Despite being a new flagship model, there are no noticeable aero elements or a boatload of exterior carbon bits to be found. It continues to be a luxury-oriented car with a sporty edge.
Its lower front fascia features a central carbon fiber lip complemented by a subtle touch of the front air intakes. Additions that are easy to miss if you’re not looking for them. The same goes for the rocker panels, which feature carbon fiber trim, but not across the sides of the car.Quad Exhaust His tip is flanked on each side by a subtle carbon fiber diffuser that complements the rear. These additions add to the Quattroporte’s aesthetic, but don’t push it out of its original plush persona.
The least fancy, but most exciting part of the Trofeo is its engine. Like the Levante and Ghibli Trofeo, the 3.8-liter twin-turbocharged V8 dominates the driving experience. It makes 580 horsepower at 6,750 rpm and 538 lb-ft of torque at 2,500 rpm, but unlike the Levante, that power is sent to the rear wheels instead of all four. Combined with an eight-speed ZF automatic transmission, this engine is powerful enough to propel the Quattroporte to 60 mph in 4.5 seconds.
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By contrast, the Ghibli and Levante Trofeo do it in 4.3 and 4.1 seconds respectively. If you want the fastest Trofeo, you’ll be joining the Family Hauler. Lack of traction is partially to blame, but the Quattroporte weighs him 4,661, making him 45 pounds heavier than the Ghibli, but 123 pounds less than the Levante.
on the street, Quattroporte Trophy It’s a highway monster. Abundant torque that can be freely used with the right foot allows for quick start-up and comfortable high-speed cruising. This is where this large sedan does best. Riding on twisty roads slows down the powertrain and makes its calibration unable to keep up with the engine, even though it relies on the proven ZF-his transmission. If you click the left paddle to downshift, there is a significant delay before anything happens.
Standard on Trofeo models Maserati’s The Skyhook suspension system consists of active dampers that adapt to various driving conditions. It’s actually a lot better than the Levante’s air suspension system, but it’s nowhere near accurate. Quattroporte is a faster cruiser than a canyon carver. That said, it’s not as confidently instilling as the Mercedes-Benz S-Class or his BMW 7 Series.
The Quattroporte performs well through the busy, less-than-perfect streets of Los Angeles. Comfortable, smooth and great for isolating bumps. Activating the suspension button goes too far in the stiff direction, but it can float a bit on the softest setting.
Like other Trofeos, the Quattroporte has different drive modes, the main ones being Normal, Sport and Corsa. The Corsa has the most aggressive engine and throttle response and accelerates sharply, while the Normal and Sport are much more forgiving. The second significant change is the exhaust note. It’s barely audible in Normal, but it roars in Sport and Corsa. It’s not as loud as the Mercedes-AMG offerings, but it’s loud enough to let you know you’re riding something special.
The Trofeo’s big brakes give you good feedback, but the steering is rather discreet. This might be a drawback in a serious sports sedan, but it’s fine in a big luxury cruiser like the Quattroporte.like Levante When Ghibli, the largest Trofeo, is best suited for longer open roads than canyon routes. You want to cruise, not rip.
The styling and powertrain are still fairly modern, but the Quattroporte’s interior feels dated. The Italian automaker has done a good job of modernizing it with modern materials such as woven leather for the front and rear seats. Easy to track down. These are easy to forgive in entry-level Ghibli and Levante trim, but this range-topping Trofeo starts at $148,895.
The cabin itself is comfortable enough. Despite sharing similar weight and price figures with the smaller Ghibli, the Quattroporte Trofeo has much more interior space for passengers. Luxurious and charming, he seats four people comfortably. Despite the sleek, sloping roofline, there’s plenty of headroom for a full-sized adult compared to Ghibli’s cramped second-row seats.
On the technical side, the Quattroporte has received some long-awaited updates, including a new 10.1-inch infotainment screen not available on the Levante. This is another Stellantis parts-sharing exercise, but it successfully implements Apple CarPlay and Android Auto smartphone connectivity, elegant graphics, and a high-resolution display.
In front of the driver is a small 7-inch display flanked by two analog gauges in the instrument cluster. Competitors expect a fully digital instrument cluster, but the Quattroporte’s layout has an old-school charm.
Examined in isolation, the Quattroporte’s interior isn’t bad. Comfortable, quiet and technically equipped with all the necessary technology. However, it is far from cutting edge when compared to similarly priced products. Mercedes-Benz S 550 Also BMW M760i xDriveIt’s worth pointing out that this is largely due to the aging of the Quattroporte. The Italian automaker has plans to replace it in 2024 or 2025, and if the brand’s latest offering does well, that should be a significant improvement.
As mentioned, this Trofeo starts at $148,895. This is better than the Mercedes-Benz S550 and the BMW 760i xDrive. Maserati makes more power than both of his German rivals, but in the real world his three feel on par. The main differentiator is the engine characteristics. The Trofeo is much more lively than the toned down German.
After a few days and hundreds of miles behind the wheel of the Quattroporte Trofeo, it’s clear that it’s far from perfect. It lacks some of the latest technology and top quality cabin materials. But perhaps the most beautiful car in its segment with the most exciting engine. Despite its imperfections, the Quattroporte has a lot to offer. It’s currently the most unique option in its segment, and despite its shortcomings, the blend of power and old-school flare has its own charm.
