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The 2025 Maserati Grecale Folgore, the new electric edition of the brand’s midsize SUV, is a vehicle of great importance to the Italian automaker, as the Grecale internal combustion engine (ICE) now accounts for 70% of Maserati’s global sales.
The Folgore is pretty much the same as its ICE brethren. The Maserati grille has been cleverly redesigned, with the vertical bars now reshaped into vertical vents that cool the electric powertrain components. The gigantic front bumper vents are filled with body color, as is the rear bumper. Eliminations designed to accommodate the four exhaust pipes of the V-6 engine Grecale Trofeo. The iconic air vents on the front quarter panels remain, but to channel the air, they now light up when you open the car.
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The interior is also familiar, differing from other models in the Grecale range in key points such as the unique embossed embossing on the dashboard and the carbon trim with copper accents. The 14-way adjustable gaming seats are upholstered with fabric made from recycled nylon fishing nets. and feature laser-engraved main points.
The Grecale Folgore also features many curtains under the skin with its ICE variants. It rides on a modified edition of the Giorgio platform that underpins the rest of the Grecale range, with extruded and cast aluminium subframes at the front and rear. The car that holds the electric motors and offers grip issues for the popular air suspension. And Maserati’s engineers had to integrate the 105 kWh battery underground while maintaining the same seating position as the ICE Grecale. As for the 114. 3-inch wheelbase, it’s 0. 4 inches longer than that of the new Porsche Macan EV.
The vehicle is driven by the same synchronous magnet and permanently excited electric motors, fixed on the front and rear axles to provide all-wheel drive. Total horsepower is 550 hp, with 605 lb-ft of torque available as soon as you mess up the gas pedal. The claimed acceleration rate for the SUV is from 0 to 60 mph in less than 4. 1 seconds and the most responsive speed is 136 mph.
The battery that powers the electric motors, which has a usable capacity of 96 kWh, is made up of 33 six-cell modules, some of which are stacked under the rear seat. The much-touted 310-mile diversity in the WLTP check cycle (which suggests a (nominal diversity of perhaps 250 miles) is best-in-class, and the 400-volt electrical architecture of the Grecale Folgore means slower charging times.
The maximum accepted speed for the Grecale Folpassre’s battery is 150 kW, and it supposedly takes 29 minutes to go from a 20% speed state to 80%. By contrast, the batteries in Porsche’s all-electric Macan or even Hyundai’s Ioniq Five and Kia’s EV6, all of which have an 800-volt electrical architecture, can go from a 10% to 80% speed state in 22 minutes or less. Note the double whammy: it takes longer to reach the Maserati’s range.
In addition, while other EV brands routinely recommend charging when the battery’s state of charge reaches 10%, Maserati says the Grecale Folgore’s battery deserves to be reclassified when its state of charge drops to 20% to extend its life. This narrower effective operating window suggests that the vehicle will want to be plugged in more than its competitors, which is why it is perhaps popular with a 22 kW on-board evaluator, and why Maserati will also source and install a 22 kW wall evaluator in its garage at no additional cost. .
This battery-powered Grecale is fast, but not as fast as the budget-friendly Grecale Trofeo. The latter hits 60mph in 0. 3 seconds faster, and the Trofeo hits 177mph thanks to a 523-hp rain pan edition of the MC20 supercar’s turbocharged engine. Nettuno 3. 0-liter V6. And Porsche’s new battery-powered Macan Turbo simply destroys the Grecale Folgore in a straight line, its 630 hp (with overboost) and 833 lb-ft of torque get it to 60 mph in 3. 1 seconds and a top speed. Speed of 162 mph.
That said, the functionality of this Grecale is, as you’d expect from an EV, effortless, at least in a straight line. Add a few corners to the mix, though, and this midsize SUV doesn’t look so simple. Driving modes are available. The default start mode is GT, which supplies 80% of the force and torque. Sport mode stiffens the suspension, lowers the ride height by just over 0. 5 inches and delivers 100% of the power of the electric motors, remarkably refining the throttle response. The . MaxRange does exactly what it says it does: it reduces force by up to 50%, restricts the most sensitive speed to 80 mph, and reduces the force of the air conditioning formula to save force and increase range. Off-road mode increases the ride height up to 1. 4 inches above the GT configuration. In terms of regenerative braking, drivers can also adjust the point via the steering wheel paddles, from 0 to a point that allows for one-pedal driving.
Our test cars were optionally equipped with 21-inch alloy wheels with Pirelli P Zeros 255/40 at the front and 295/35 tyres at the rear. Even in GT mode, the main driver is the company and the Pirelli communicated each and every crack and in the bends and nooks and crannies of the roads in our direction through southern Puglia in Italy. Being ambitious with the throttle also induced noticeable guidance torque on asymmetrical surfaces. And Sport mode induced a lot of jerky vertical movements in the cockpit that increase as speed increases.
The guidance is accurate, but it doesn’t provide much feedback, and the inert brake pedal makes it difficult to modulate braking forces exactly. Speaking of which, if you brake with your left foot, the power train control formula may not allow you to press the accelerator when you release the brake; In fact, it cuts the force aggressively, with a caution message appearing on the dashboard.
After a bit of experimentation, we found that opting for Sport mode, adjusting the spring and dampers to the smoothest GT setting, and reducing the regeneration to 0 allowed the Grecale Folgore to feel calmer when driving quickly. We suspect that the calibration of the suspension, which is particularly stiffer than that of the Grecale Trofeo, aims to seek to manage the mass of this electric vehicle, a result of which, at 5,467 pounds, weighs 23% more than the V-6 model. Whatever the reason, the fact is that at top speeds, the Folgore never feels as consistent as the Trophy. It’s also not as comfortable as the Grecale GT and Modena four-cylinder models at low speeds.
This, combined with the usability issues inherent in the 400-volt electrical architecture and the fact that the battery has a narrower recommended operating window, means that this electric Maserati feels compromised, especially in the context of Porsche’s new zero-emission Macan, its apparent ultimate rival.
Maserati has yet to check prices in the U. S. , saying the Grecale Folgore will charge just over $100,000 when it goes on sale in July. That’s a hefty premium over the $79,650 Porsche costs for the entry-level electric Macan four, and on par with the Macan Turbo Electric, which costs $106,950. As a counterpoint, however, this Maserati has a popular device that would go up thousands of dollars to the value of a Macan (let yourself be carried away by Porsche’s configurator and you will be able to spend more without problems). (more than $4,000 in features for an electric Turbo).
Maserati’s Gran Turismo Folgore, with its 800-volt powertrain producing 761 horsepower and 996 pound-feet of torque, is a true demonstration of the 109-year-old automaker’s electrification capabilities. The Grecale Folgore is less convincing.
Click here to see more photos of the 2025 Maserati Grecale Folgore.
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