With the GranTurismo Folgore, Maserati made its foray into the electric vehicle revolution. The carmaker's Formula E racing program was used to improve the resurrected GT. A dog-bone-shaped battery for the lowest possible center of gravity, three motors that spin at 17,500 rpm, silicon-carbide inverters, 60 mph in a claimed 2.7 seconds, and a peak speed of 202 mph are just a few of the wish-list specifications listed on its data sheet. Even though it only has 818 horsepower, it is prepared to produce up to 1206 horsepower (it has 995 pound-feet of torque now). This will happen when more durable high-performance batteries become available.
In contrast, the Grecale small SUV from Maserati is promoted under the slogan "everyday exceptional." Driven by an internal combustion engine or, in this instance, a battery-electric powertrain in Grecale Folgore trim, that "everyday" means more food akin to a standard meal than the five-star Modenese delicacy of the GranTurismo Folgore.
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The EV Stats of Grecale Folgore
Engineers modified the Grecale Folgore's floor layout to accommodate a battery like that of a skateboard. There are 33 modules in the pack: four are concealed by the back seat on a level above the other 29 are arranged in a flat rectangle. Instead of increasing the floor, engineers dropped it since they knew they wanted the EV's interior measurements to be the same as the gasoline-powered SUV's while yet retaining aerodynamic efficiency. The Folgore's roof is located one-third of an inch closer to the ground than the ICE Grecale's 8.3 inches of ground clearance, which drops to 6.7 inches in the Folgore.
The battery is the first of the Grecale Folgore's modified components in comparison to the GranTurismo. The Grecale Folgore's 98.6-kWh pack is powered by lithium-ion cells from CATL, which electrify a 400-volt architecture, while the high-performance coupe's 83.0-kWh pack is fed by lithium-ion cells from LG. The two motors in the Grecale are from Jing-Jin Electric (JJE), whereas the three motors in the GranTurismo are constructed by Marelli Motori to a Maserati design. They don't have fancy silicon carbide in the inverters, and they spin more slowly than the GranTurismos. The front and rear axles get an equal amount of the 550 horsepower and 605 pound-feet of torque produced by the two motors combined.
The maximum European WLTP range, according to Maserati, is 311 miles. In a claimed 29 minutes, a peak DC fast-charge of 150 kW replenishes the pack from 20 to 80 percent. With the 22.0-kW onboard charger plugged into the strongest Level 2 outlet, 100 kilometers (62 miles) of range may be restored in an hour.
There is just one trim available for the Grecale Folgore, which does not have the GT, Modena, or Trofeo divisions seen on the ICE model. The U.S. will only be able to use 20- or 21-inch wheels with Pirelli Scorpion Zero all-season or Pirelli P Zero Elect summer tires. Maximum range demands the 19-inch wheels, but they won't be available here. The 20-inchers will fall between that and 311 miles in WLTP range, while the 21-inchers, with their somewhat more elaborate, less aerodynamic design, lower range to an estimated 265 miles. Maserati said that while the smaller wheels have the same design, the range delta between the 19- and 20-inchers would be less than the 19- to 21-inch delta. We anticipate 255 miles for the 20s and 225 miles for the 21s according to EPA estimates.
Only the Sport mode, which has a circular Thrust gauge on the left of the digital display going to 100%, allows the Grecale to operate at its maximum power output out of the four driving modes (Offroad, Max Range, GT, and Sport). Just 80% of the horsepower in GT (the default) makes it to the axles. It is 75 percent in Max Range and drops to 50 percent in case the power limiter is engaged.
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Modifications vs The Gas-Powered Grecale
Apart from the engine, the remainder is essentially the ICE-powered Grecale that has been around since last year. The subdued, muscular appearance of the ICE version is little altered by the Folgore. The grille of the normal Grecale has vertical slats, whereas the Folgore has thin oval cutouts. The front side intakes of the normal model are replaced with solid panels highlighted with brackets that match the color of the body. Naturally, the Folgore does not have tailpipes either. Instead, two loudspeakers that are required to provide warning noises to pedestrians about approaching electric vehicles are hidden under rear diffuser inserts.
The EV's interior proportions and design are similar to those of its ICE sister. They regulate four phases of regen (coasting, combustion-engine braking sensation, 0.14 g of recuperation, and 0.21 g of recuperation) in place of the wheel-mounted paddles that drive a gearbox. EV-specific pages are added to a folio by the infotainment system. The regular Folgore chairs' seat centers are composed of Econyl, a recycled nylon derived from fish nets, and are finished with Feeltek imitation leather. The Italian architect Pier Luigi Nervi served as the inspiration for the designs adorning the cloth, but the seats may also be chosen in complete bovine leather to match the dashboard, which is always covered with stitched skins.
The electric Grecale is anticipated to cost somewhat more than $100,000, while the gasoline-powered model begins at $69,995.
In The Grecale Folgore, Driving
When forced to play, the Folgore reaches high notes that are both similar to and somewhat higher than those of the Grecale Trofeo. With its additional force to move its excess weight, the Folgore's 1490-pound battery pushes curb weight to a reported 5745 pounds, or by Maserati's scales, around 1000 pounds more than the Grecale Trofeo. The Trofeo's 523 horsepower and 457 pound-feet shadow the Folgore's outputs.
The voodoo of current suspension tuning cancels tendencies toward portliness, as we've observed in other SUVs, regardless of their engine sources. Compared to the Trofeo, the steering seems less twitchy, the low-down mass acts as a natural absorber against small imperfections in the road, and the adaptive dampers and standard air springs more than meet the task of gently moving a lot of weight. The only rough spots on the 21-inch wheels were jagged rocks and potholes.
The Folgore takes 4.1 seconds to reach 62 mph, whereas the Trofeo claims to reach that speed in 3.8 seconds. The Folgore has impressive acceleration even when operating at 75 percent power on the Max Range. Passengers in the GT or Sport must hang onto cabin items that they do not want to fly toward the rear window.
The one negative note on the Folgore during a 120-mile drive of Puglia, Italy, was its fake sound in Sport. In the other settings, the generated noises are muted to be inconspicuous in urban areas, and they are overpowered by the sound of cars traveling at high speeds. At a reported three dB louder, Sport's more forceful composition sometimes loses harmony during acceleration and deceleration and then verges on droning while cruising. You can dim the sound, but it can't be turned off. A future over-the-air update could allow for complete shutdown or change the music. One hand has already raised in support of a quiet interior alternative.
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