Maserati GranTurismo

In fact, the new GranTurismo is not quite as much of a tool for hard-driving as the car it replaces, especially the rorty GranSport, Maserati having configured this bigger, heavier coupe as more of a luxuriant long-distance mile-masher. But though it's slower than the outgoing car - the penalty for that extra weight and a 405bhp engine that has barely been altered - do not go away with the impression that this car falls short. The new car provides slightly more room, front and rear, though the boot, as with the old model, certainly isn't going to house the luggage of four holidaying occupants unless they stick with their favourite jeans. They'll find luxuriant compensation in the GranTuismo's cabin, which is even more richly furnished than the old car's, and in another league compared to its rivals bar the Aston.

Maserati's tradition of the Gran Turismo concept dates back to 1947 when the Trident Company, following its clients' demand, unveiled at the Geneva Motor Show its first Gran Turismo, the A6, designed by the great Pinin Farina. It was the first Maserati road car and was produced in 58 units. The GranTurismo is a close relative of Maserati's Quattroporte saloon, sharing its mechanicals and understructure, the key difference being a 125mm shorter wheeebase, and a shorter rear overhang. Which is why this car is noticeably bigger than the outgoing Coupe, and why it weighs more than it should. But it also means that it promises engaging road manners, this being one of the Quattroporte's finer features, besides a potent and civilised powertrain.

The new coupe is powered by a 4.2 liter V8 engine, delivering 405 HP, and a weight distribution of 49% at the front and 51% at the rear. Having never successfully fought the 911, Maserati is abandoning that cutthroat market for greener ($) pastures now being grazed by the BMW 6 Series, Jag XKR, Mercedes CL-Class, and a few Bentley Continental GTs and Aston DB9s. Buyers in that crowd don't cotton to do-it-yourself shifting, nor do they adore a bone-crushing ride. They also demand a reasonable rear seat, and the GranTurismo's now seems competitive with the bigs in the class-Mercedes CL, Conti GT , and even Ferrari 's 612 Scaglietti , though proper comparative SAE dimensions aren't available. Mechanically, the car is a Quattroporte automatic with 4.8 inches sawed out of the wheelbase and 2.6 inches off the tail. The drivetrain and "Skyhook" adaptive suspension are tailored to the GranTurismo's sportier mission. Press the dash button marked "Sport" and throttle responsiveness increases 20 percent, the dampers stiffen to curtail body roll and float, and the transmission shift logic becomes more aggressive.

With 51 percent of its weight on the rear axle (even more with people onboard), a limited-slip differential, providing 25-percent lockup under power and 45-percent on overrun, and Pirelli PZero Rosso tires that are wider in back (285/40-19s versus 245/40-19s in front), the car is setup for neutral to understeering behavior, and it's nearly impossible to kick the tail out in the dry, even with the stability control switched off.