The Maserati logo was once the equivalent of Ferrari and Lamborghini, battling it out on the road and track to triumph at the heights of taste and performance. Now, under the umbrella of Stellantis, Maserati is once again aiming for greatness.
The Italian automaker now offers a full range by adding two sports cars, GranTurismo and GranCabriolet, the MC20 supercar and the 2024 Maserati Grecale compact luxury SUV. The four-door Quattroporte and Ghibli, as well as the smaller Levante SUV, are also still on sale.
Following the design of the MC20, the Grecale uses vertical elements in the grille, which now features a larger Trident badge than in previous editions. It is available in chrome on the base models and in chrome and black on the more expensive editions. The sporty Trofeo style receives an early edition to accentuate its more competitive character.
The profile is sleek with some carbon fibre accents and antique Maserati portholes on the front spoiler. The trapezoidal taillights were on the Giugiaro 3200 GT, Maserati explains, all topped by a body-colored spoiler with a carbon rim.
The 2024 Maserati Grecale comes in GT, Modena, and Trofeo trims (tested here), with the latter two gaining 1. 34 inches of rear-wheel track width.
The toughest Trofeo trim uses a 3. 0-liter twin-turbo six-cylinder engine with 526 horsepower. This gives the SUV 3. 6-second acceleration to 60 mph and a responsive top speed of 177 mph. The base GT is supplied with a four-cylinder mild hybrid powertrain with 296 hp. The Modena produces 325 hp with the same unit.
La Grecale softly emits a small trumpet sound when starting and reversing. It’s very Italian. The new V6 engine is exceptional, both in sound and fury, motivating this compact SUV to reach highway speeds in seconds. When the throttle is pressed mid-stroke, especially in the sportier driving modes, it produces a thud when shifting from a gear. to the next, either automatically or with the giant paddle shifters attached to the guide column.
The Grecale has all-wheel drive, but with a preference for rear-wheel drive, the rear will slide a little forward from the front when accelerating hard in a corner. It’s also worth noting that in Corsa (Career) mode, the traction coverage relaxes considerably. Guidance is also accelerated in those modes, making it even more precise to operate.
Air suspension is popular on the Grecale Trofeo and is an option on the Modena version. There are six degrees of suspension settings, user-selectable and connected to riding modes with a total wingspan of 3 inches. The off-road mode reaches this setting and is ideal for dirt roads and wet, bumpy fields. The wheels are also wide enough and not incredibly inconspicuous to roll over most of the best small-sized vehicles.
The Grecale isn’t a Jeep, but it has talent in the spaces that owners will use it for in general.
The cabin of the Gracale features well-upholstered black leather with red accents with double stitching and carbon fiber trim. The narrow yet narrow seats feature herringbone patterns on the backrest and bottom, as well as perforations for heating and cooling. Its roof and trophy pillars are covered with suede.
The Grecale comes with no less than 4 screens, the 12. 3-inch driver’s virtual tool group, a new 12. 3-inch touchscreen, an 8. 8-inch weather touchscreen, and a virtual clock.
Wireless Apple CarPlay is easy to initialize and worked well. Android Auto is also available, as is a wireless car charger.
Between the touchscreen and the weather display are the buttons for the automatic transmission. It takes some getting used to and is rarely as intuitive as a column or console shifter. Some of the hard buttons with a piano black end (such as the volume and power button) also disappear in the sun. This volume adjustment is a difficult slider, while a push-button or lever transfer would be easier.
Most of the buttons and switches feel heavy and sturdy, although there are some undeniable hints of Stellantis, such as the buttons and guide wheel, that feel a little out of place. It uses Sonos Faber sound, with machined steel speaker covers so flat that the edges feel uncomfortably sharp.
The back seat is ideal for three children or two adults. The car seats are comfortable, and the seat belts are easy for children to buckle on. There are buttons to open the doors and handles, which toddlers love. It is important to note that the doors are not too heavy for an elementary school-aged child to close on their own.
The 2024 Grecale GT comes equipped with automatic emergency braking and pedestrian detection. The Modena and Trofeo trims include adaptive cruise with prevention and start, driver attention monitor, blind spot assist with intervention and lane keeping. A surround-view camera, traffic sign information, junction collision assist and active driving assist are optional.
The 2024 Maserati Grecale GT starts at $68,500 before destination and handling. The Trophy tested here has a base value of $108,000, which might seem expensive if you don’t look at the competitor’s package.
The entry-level Grecale sits between the Porsche Macan ($60,900) and the Cayenne ($79,200) in terms of length and price. The Trofeo styling has more punch than those two base cars and its mid-range options, the Cayenne has the 650-horsepower Turbo. The GT edition is the most sensible of the lineup. However, this model costs almost twice as much, just under $200,000.
It all comes down to space, as the Grecale also sits between the Mercedes-AMG GLC and AMG GLE SUVs. The Maserati would dominate the GLC 43 but not the GLC 63, which now uses an F1-derived hybrid powertrain with a whopping 671 horsepower. .
But the so-called Maserati still has a meaning. It may not possibly be as impressive as some of its Italian compatriots, but it’s still an Italian sports car, even if it’s in the form of an SUV. And if someone wants something a little bigger than a compact but not as big as a midsize SUV and also wants great power and call recognition, this is the only option.
Jake Lingeman is the editor-in-chief of the Autos team at Newsweek. In the past he worked for Autoweek, The Detroit News, Bring a Trailer and CarBuzz, covering all spaces of the automotive industry. Jake is an alumnus of Wayne State University.