Category: Luxury

2024 Mercedes-Benz GLB-Class Review: Baby three-row done right

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Pros: Huge space and great mpg for its segment; high-style interior; abundant tech options; spunky AMG 35

Cons: Unrefined transmission and throttle response; infotainment system is flashy but can overwhelm

In a world where small SUVs can easily fall into impractical penalty box territory, the Mercedes-Benz GLB-Class is a breath of fresh air. Unlike many of its peers, it’s big enough, versatile enough and premium enough to warrant the elevated price it commands and make it a genuine luxury offering, even if it is among the cheaper options Mercedes offers.

What’s the GLB’s secret? Well, as small SUVs go, it’s actually pretty big inside. Credit the practical, boxy shape and whip-smart packaging. They combine to deliver a usable, comfortable space with a family-friendly back seat and class-dominating cargo carrying capacity. The material quality and design of the interior are both above average for the segment, and there's no shortage of tech goodies from Mercedes' deep toy box available -- just know that infotainment can be a bit overwhelming to find what you're looking for. Another potential downside is the GLB 250's powertrain, particularly its dual-clutch automated manual transmission, which can be slow in responding to throttle inputs and generally feels less refined than what you'll find in rivals (most notably the BMW X1). In other dynamics regards, it's quite competent, while the AMG-prepped GLB35 goes much further than mere competence by basically being a hot hatch with better visibility. It runs circles around the likes of the X1, Audi Q3, Lexus UX and even the Mercedes-Benz GLA as a practical daily driver. Ultimately, we recommend both GLB models. 

Interior & Technology    |   Passenger & Cargo Space    |   Performance & Fuel Economy

What it's like to drive    |   Pricing & Trim Levels    |   Crash Ratings & Safety Features

What's new for 2024?

Mercedes put the GLB under the knife for a little nip-and-tuck for 2024. The fundamentals remain the same, but the engine gets a mild-hybrid boost and the styling and interior both received attention. The big inclusion in this round of updates is the latest version of Benz’s MBUX Infotainment system. Gone is the old 7-inch base display; the new standard, 10.25-inch setup packs improved performance and wireless Android Auto and Apple CarPlay compatibility. The old console-mounted touchpad controller is also gone, leaving behind a shallow, grippy storage pad of questionable value. Some behind-the-scenes updates improve the performance of the GLB’s active safety systems and, for the first time, a heated steering wheel can be optioned with AMG appearance packages.

What are the GLB interior and in-car technology like?

No matter where you look in the GLB, its clever packaging impresses. It offers lots of storage in both the passenger cabin and cargo area, making it more practical than most luxury offerings in this segment (and indeed many others). The GLB’s driving position is excellent, and its front- and second-row seats are comfortable and supportive with plenty of adjustment.

The GLB is on the inexpensive side for a Mercedes-Benz, but the quality of materials and available options are on par or better for expectations at this price point. The fancier options will drive up the price, of course, but even the fundamental components are high-quality and precise.

Every GLB includes the last iteration of Mercedes-Benz’s MBUX infotainment suite, which is controlled by a collection of redundant input choices: a new dual 10.25-inch display, steering wheel controls and natural-language commands. The old center console touchpad has been evicted for 2024, though, which is OK from a functionality stand point (we probably used it less than anything else) but the oddly shaped, grippy storage pad that is left in its wake is questionably useful (an iPhone 15 won't fit in it for example) and seems like a waste of space in what is otherwise a well laid out interior. Also, while we like the infotainment system's "have it your way approach" to inputs and appreciate this system's rapid responses and pretty graphics, it just isn't always simple to use. Standard Wireless Android Auto and Apple CarPlay are both great to have, and we appreciate that Mercedes makes it easy to quickly go between the MBUX and Apple/Android interfaces with permanently docked icons in the screen's upper left corner. 

How big is the GLB?

The GLB's wheelbase is closer to that of many midsize offerings, and its overall length exceeds that of most competitors. You don't really notice this behind the wheel – it still feels pretty small – and this extra length combined with the boxy design results in the GLB being a  cargo-hauling rockstar. On paper, Mercedes says the GLB offers 24 cubic feet with the second-row seats up, but in reality, there's actually far more than that number would imply. Its rear load floor can be lowered to accommodate larger items, but even with the floor in its standard position, the GLB can swallow more cargo than crossovers in the bigger, pricier compact segment.

This extra length translates into tons of second-row space, where passengers will find sliding and reclining seats for extra comfort (you don't get those in the mechanically related GLA). The combination of fold-down seatbacks and sliding bases can also be exploited for additional cargo space if the roomy hatch alone will not suffice, making the GLB a versatility rockstar, too.

The GLB also has available third-row seating, which its smaller competitors and even those in the larger compact class lack. We suppose this option doesn't hurt, but these optional rearmost seats just aren't that habitable, even for kids. We'd skip them or get a non-luxury three-row vehicle for the same price.

What are the GLB 250 and AMG 35 fuel economy and performance specs?

The GLB 250 name indicates that the GLB in question has the base engine: a 2.0-liter turbocharged inline-four producing 221 horsepower and 258 pound-feet of torque, with a 13-horsepower boost coming from its mild-hybrid assist system.  It has an eight-speed dual-clutch automated manual transmission and standard front-wheel drive. In this configuration, the GLB 250 is rated at 25 mpg city, 33 mpg highway and 28 mpg combined. With the “4Matic” all-wheel-drive system, those numbers drop to 24 mpg city, 32 mpg highway and 27 mpg combined.

The Mercedes-AMG GLB 35 also has a 2.0-liter turbo, but it’s been worked over by Mercedes’ AMG tuning division to produce 302 hp and 295 lb-ft of torque. It’ll hit 60 in 5.4 seconds. The eight-speed DCT and standard all-wheel drive are also special AMG versions. It achieves 21 mpg city, 26 mpg highway and 23 mpg combined.

There is technically an electric GLB available, although it’s officially known as the Mercedes-Benz EQB. You can read our EQB first drive review here.  

The new Mercedes-Benz GLA and The new Mercedes-Benz GLB; Mercedes-Benz GLA 250 e (preliminary figures: fuel consumption combined, weighted: 1.4-1.1 l/100 km; CO2 emissions combined, weighted: 31-24 g/km; electricity consumption combined, weighted: 23.8-21.1 kWh/100 km) Information on fuel consumption, CO2 emissions, electricity consumption and range is provisional and was determined internally in accordance with the "WLTP test procedure" certification method. Neither confirmed values from an officially recognised testing organisation nor an EC type approval nor a certificate of conformity with official values are available to date.. Deviations between the data and the official values are possible.

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What's the GLB like to drive?

The GLB 250 is more about luxury and comfort than performance. Thanks to its long wheelbase and supple suspension, it delivers in spades for this segment. The optional adaptive suspension will tighten up the handling on demand, but even with that option that we're guessing will rarely show up on  dealer lots, the GLB 250 never rises to the level of "fun to drive." That's perfectly OK, though – it doesn't need to be. As for what's under the hood, the GLB 250’s standard four-cylinder provides plenty of punch but does come off a little thrashy compared to what you'll experience in pricier Benz models. The dual-clutch automated manual transmission can also be slow to engage, resulting in delayed responses to throttle inputs and a general lack of powertrain refinement. Indeed, dynamic refinement in general is where the GLB shows its lower price tag when in comparison to pricier Benzes like the GLC. It's a reduction at least commensurate with its price tag, though (maybe not the transmission), and better than what you'll find in some rivals in the segment.

As for the AMG GLB 35, it is legitimately fun even if it doesn’t quite reach the level of “extra-tall hot hatch” as the smaller GLA 35 does. The larger footprint and extra tallness result in it being not nearly as agile or darty. Nevertheless, like the GLA and other AMG 35 models, the GLB 35 is just “on” from the second you pop it into Drive. The snappy and quick eight-speed dual-clutch automatic transmission cracks off upshifts with a pop that accentuates and underlines every shift. Indeed, the level of drama and added theater encourages a heavy right foot. And thanks to its AMG-tuned chassis, you can still happily hustle this little crossover around a winding road. With the Sport drive mode selected, body motions are nicely controlled with the stiffness and sharpness you’d expect from an AMG. Steering response is a bit numb, though, and its weighting isn’t as sharp as other AMG 35s.

What other Mercedes-Benz GLB reviews can I read?

Mercedes-Benz GLA, GLB get subtle design updates and more tech for 2024

AMG's 35-badged models go under the knife as well

Mercedes-AMG GLB 35 Road Test Review

Take a closer look at the 302-horsepower, AMG-tuned GLB that injects a spunky amount of fun into what is otherwise a surprisingly sensible small SUV.

2020 Mercedes-Benz GLB 250 First Drive | The real deal

Our initial drive of the GLB features more details about its design and engineering. It really hasn't changed much since then.

2020 Mercedes-Benz GLB 250 Luggage Test | It can hold all this!

Forget the official numbers. The boxy and versatile GLB punches above its weight class. All of this stuff fits in the cargo area. 

2020 Mercedes-Benz GLB-Class Interior Storage Driveway Test

Senior Editor James Riswick breaks out odds and ends to stuff inside Mercedes' most utility-focused model. The GLB has actually added a storage area since this was done (where the old MBUX touchpad was), but it doesn't really add much. 

What is the 2023 GLB-Class price?

The 2024 Mercedes-Benz GLB 250 starts at $45,600, including the $1,150 destination charge. That’s nearly $5,000 more than in 2023. The all-wheel-drive GLB 250 4Matic starts at $47,600. The AMG GLB 35 starts at $60,200, which is almost $8,000 more than it was in 2023.

The GLB offers far more customization than is typical at this price point. There are the usual packages, including the $1,500 Exclusive Trim package that adds navigation to the standard 10.25-inch display, but many features, including the optional third row of seating ($850) are stand-alone options unless you go for the all-in Pinnacle Trim ($5,150). This means it can be difficult to find exactly what you want in stock at a dealer lot, but it also means that if you have some patience, you can order exactly what you want and not pay for stuff you don’t. 

Another key option to consider is the AMG Night Package that adds unique styling elements (such as the black AMG wheels below) to the GLB.

What are the GLB safety ratings and driver assistance features?

The GLB 250’s standard driver assistance equipment includes forward collision warning with automatic emergency braking and pedestrian detection, blind-spot and rear cross-traffic warning, and a driver inattention monitor. The Driver Assistance package adds a mountain of systems, most of which are better executed than many comparable systems. These include lane-keeping assist, automated evasive steering assist for the blind-spot and forward collision warning systems, automatic emergency braking for the rear cross-traffic warning system, a higher speed threshold for the forward automatic emergency braking system, automated speed reduction based on posted speed limits (you can turn this one off like most of these systems), Mercedes’ Pre-Safe pre-crash preparation systems, and Mercedes excellent Distronic adaptive cruise control system with stop-and-go capability and lane-centering steering assist.

Should all of that still fail to prevent a crash, the NHTSA gave the GLB four out of five stars for overall frontal crash protection, and five stars for overall side crash protection. The Insurance Institute for Highway Safety hasn’t tested it.

2024 Audi Q6 and SQ6 E-Tron First Drive Review: E-Tron legacy

Audi

Audi

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Bilbao, SPAIN — Audi has enjoyed a head start in the EV space since the first E-Tron SUV debuted in 2019 (it's now called the Q8 E-Tron), followed by the Porsche-related E-Tron GT sedan and VW-based Q4 E-Tron SUV a few years later. Not surprisingly given its name/number, the latest addition fills the space between the two SUVs with the 2025 Audi Q6 E-Tron. Arriving stateside at the end of 2024, the Q6 follows the even-number naming convention for EVs, with odd numbers now reserved for the remaining internal combustion vehicles in the pipeline.

I hopped on a plane to Spain to put the Q6 E-Tron through its paces, as well as the spicier SQ6 E-Tron, which will be arriving at the same time. Both are built on the Premium Platform Electric (PPE) that's shared with the new all-electric Porsche Macan. This platform utilizes an 800-volt architecture that has been thoroughly tweaked to squeeze the last bit of efficiency from the lithium-ion batteries, and you can read into the hows and whys in our Tech Deep Dive.

As far as overall specs go, both Q6 and SQ6 E-Trons draw power from a 100-kilowatt-hour battery pack in the floor, of which 94.4 kWh are usable. AC charge rates top out at 9.6 kW (many EVs manage 11 kW), but DC fast-charging has an impressive maximum of 270 kW. That's good enough to replenish the battery from 10-80% in 21 minutes if you can find a charger that is fully functional. The DC charge port is on the driver side, but you can use an AC charger on either side, which should come in handy in your driveway/garage.

The Q6 E-Tron comes standard with two motors for all-wheel drive. Combined output is 422 horsepower under normal conditions, and up to 456 hp in launch mode. Curiously, the European versions are limited to 382 hp, but they also get the rear-drive-only model that should return additional range. It seems likely that the rear-drive model will be available in the U.S. in the future, but Audi will neither confirm nor deny those plans. Speaking of range, the Q6 Quattro that we get is estimated to return 307 miles on a single charge with the standard 19-inch wheels. In my experience, electric Audis have tended to exceed estimates by 20 or 30 miles without even trying.

The SQ6 E-Tron is good for 483 hp nominally and 509 hp in launch mode. As you'd expect, it also gets a sportier suspension and upgraded brakes. That range estimate also drops to 276 miles. Audi expects it will reach 60 miles per hour in 4.1 seconds, compared to the Q6's 4.9-second sprint. Prices aren't yet available, but looking at the current lineup and the existing European listings, I'd expect the Q6 E-Tron to start around $65,000 or $70,000. That could place the SQ6 in the $85,000 neighborhood.

My drive started in the Q6 E-Tron all-wheel-drive, but with the Euro-spec 382-hp output. On a mix of city, curvy and highway roads, I never missed the extra oomph we get. It's plenty powerful when you need it, though it'll lose in a drag race against many other EVs. No big deal, since I doubt most electric SUV shoppers are showing up to the local quarter-mile strip, anyway. The Q6 stands out from other E-Trons as it's the first to offer one-pedal driving. Tugging the gear selector down into the B mode activates it, but those with experience in other EVs will notice that the brake regeneration is still much less aggressive. That means you might have to brush the brake pedal to keep from tapping the bumper in front of you, at least until you get used to the gentler deceleration.

More importantly, the Q6 is effortless and easy. It glides down the road silently and smoothly, yet remains confident in the curves. It will corner with more athleticism than 95% of typical drivers will ever likely desire, or about half of Autoblog readers.

Audi

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The SQ6 E-Tron is definitely a better choice for spirited pilots. It feels substantially sportier in every dynamic measure, yet it doesn't significantly degrade comfort (even in the firmer Sport mode). That was evident in the first roundabout as it carved a beautiful S-curve with noticeably less body roll. There was also less nosedive under braking and squat when getting back on the power. That's impressive when you consider you're tossing around almost 5,300 pounds. This is definitely the driver's choice between the two, but it's not as bonkers as some other higher-performing electric SUVs.

For those wanting something even spicier, an RS Q6 E-Tron is already in the works. With any luck, that top model will arrive in the following year, perhaps with some Sportback variants in tow. My wild guesstimation is hoping for 600-plus horsepower, 60 mph in 3-ish seconds, and a lower and firmer suspension. Looking at the Porsche Macan Turbo's specs, that doesn't seem out of the question, nor does a six-figure price tag. I'd also expect some styling and aerodynamic flourishes to distinguish the RS from the rest of its Q6 brethren.

As it stands, there's not a whole lot to tell the Q6 and SQ6 apart, besides the badging, of course. Except for the plasticized grille, they could easily be mistaken for an internal combustion SUV. That's a good thing for traditionalists, and it remains modern enough to please shoppers that are drawn to a sleeker aesthetic. There is a lot going on stylistically, with sharp creases over the wheels, bulging flares, and deep sculpted body panels. That's quite a bit to pack into one vehicle, but in my head, it's busy, not cluttered — almost like a well-organized tool chest.

Inside, the Q6 adopts a simpler and more elemental design. A broad single panel houses both the digital instrument panel and the 14.5-inch infotainment touchscreen. There's also an available touchscreen just for the front passenger, allowing them to play copilot with navigation help or assume the role of mobile DJ. They can also enjoy games and streaming video without distracting the driver as a privacy filter effectively blocks the on-screen content.

For the most part, it's easy to use the infotainment system, while the navigation paired with the head-up-display deserves a special shout-out. Animated arrows and icons show up as augmented reality overlays in your forward vision, eliminating a good chunk of anxiety when driving through unfamiliar areas. Meanwhile, swarm data gathered from other vehicles' camera systems can give the driver advanced warning of upcoming hazards. We didn't experience any of those instances on our drive, but the potential could be huge.

The new infotainment system also benefits from improved voice controls. The Audi Assist function now features more than 800 commands, and is further enhanced with ChatGPT to handle more esoteric requests. This was especially helpful in our Euro-spec Q6, which activated the annoying mandatory speed warning chime every time we peeked past the posted speed limit. I couldn't find the on-screen setting to disable it and reverted to saying, "Hey Audi, turn off the speed warning." It wouldn't disable it outright, but the system at least took me to the menu where I could turn it off myself.

The front seats are typical Audi with firm, supportive padding, but well-shaped for many hours of comfortable touring. The rear seats had plenty of headroom to accommodate my 5-foot-10 frame, and there was an abundance of legroom to stretch out. According to my 6-foot-plus passenger, he was just fine back there, too. Behind those seats, the cargo area can hold up to 30.2 cubic feet, which is larger than the Q8 E-Tron's already generous 28.5 cubic feet. There's some additional storage under the floor as well as another 2.2 cubic feet in the frunk, which should be enough to stash the charge cable.

Altogether, the 2025 Audi Q6 E-Tron is a solid choice among electric SUVs, and represents a logical and welcome evolution of the company's plans. Its closest rivals are the larger and more expensive Mercedes-Benz EQE SUV and BMW iX. I'm personally partial to the Audi since I find the styling of those rivals a bit challenging (I'm still not over the BMW's grille). Objectively, the Q6 and SQ6 drive great, expertly balance comfort and performance, and give shoppers a more accessible pathway to luxury electric SUVs.

I'm struggling to find any significant faults, which is rare for me, but there's also nothing that truly blew me away. With any luck, the RS Q6 E-Tron will deliver those thrills, but until then the Q6 and SQ6 are supremely competent and enjoyable choices that will appeal to a wide range of shoppers. In essence, I think of them as a Porsche for the rest of us.

2024 Audi Q6 and SQ6 E-Tron First Drive Review: E-Tron legacy

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Maserati Tridente by Vita Power First, Um, Cruise Review: Today on Aquablog

Maserati

Maserati

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LAKE MAGGIORE, Italy — Maserati’s Trident logo gets three-pronged inspiration from the famous fountain of Neptune in Bologna, where the automaker got its start in 1914 before packing up and moving to Modena. And a symbol that denotes mastery over the water is appropriate for the all-electric motorboat that floats us in style around Italy’s Lake Maggiore.

Beckoning dockside, the Tridente is a 10.5-meter superyacht tender, the boat that takes you to a bigger boat. But it’s also fine for swanky solo cruises on lakes or ocean coasts, with a roughly 50- to 70-kilometer range (31 to 43 miles).

The design collaboration between Maserati and Vita Power, a marine tech company founded in 2017, features a fast DC charging system that Vita claims as an industry first. To make that practical, Vita has been creating charging infrastructure in key locales, including along the French Riviera, San Francisco Bay, New York and a plug here in Lake Maggiore, about an hour north of Milan.

We hop aboard the Tridente, the aforementioned logo emblazoned on a bow deck formed from ribbed composite. The molto bene motorboat features a carbon-fiber hull that helps hold a total weight around 5 tons. As with automobiles, that’s decisively more mass than a comparable ICE-powered boat, thanks to a 250-kilowatt-hour battery pack that’s big enough to make a Hummer EV blush.

We depart the dock and head for Isola Bella, an island that floats a 17th-century palazzo — a summer home for the aristocratic House of Borromeo, which produced several cardinals and one pope — and a baroque Italian garden of over-the-top splendor. I take a spot on a wide, comfy daybed near the stern, and experience the key talking point of any electric watercraft: A welcome lack of diesel or gasoline stink wafting over passengers — notoriously amplified should one experience seasickness — and the ability to hold a conversation without shouting over an ear-rending marine ICE powertrain. Of course, that also means no rainbow petroleum slicks floating in your wake and despoiling the marine environment.

Our pilot makes sure I’m hanging on before he punches the throttle, backed by a pair of generous screens that display everything from nav charts to Netflix. Despite its weight, the Tridente proves a punchy beast. A twin-prop arrangement and proprietary control software allows anywhere from 100 to 600 horsepower. Vita Power claims a 10-80% percent charge in less than an hour at a maximum rate of better than 200 kilowatts. But even without a DC charger in port, boats have a built-in advantage over EV cars, via shore power that’s readily accessible in nearly any marina in the world — and boats that tend to sit unused for days or even weeks between trips.

The handsome hull cruises smartly at roughly 28 knots, and a maximum 40 knots, potentially outrunning paparazzi en route to a yacht-rocking celebrity lunch in Monaco. The churn of the props dominates the sound, the electric motors themselves completely undetectable. There’s a swim deck at the stern with a fresh-water shower, dual main chairs that swing around to create a conversation area, a smartly equipped cabin with a toilet and shower, and a hidden built-in fridge for bubbly or other beverages.

Vita Power is responsible for the powertrain design. But the boat itself is actually the work of Hodgdon Yachts, the Maine builder and tender specialist that’s been around for more than 200 years, even longer than Maserati. If you’re interested, look ‘em up, and prepare to fork over about $2.7 million. A lot of money, but a pittance for folks who can afford the superyacht it attaches to.

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Maserati GranCabrio First Drive Review: Want an electric convertible? This is it

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LAKE MAGGIORE, Italy — Driving the Maserati GranCabrio Folgore on its picturesque home turf, and studying Maserati’s press materials, I’m convinced the Italian automaker has buried the lede. Especially when every auto journalist is questioning a pricing strategy that finds some GranTurismo coupes and GranCabrio convertibles brushing past $200,000. That gets into Cloud 9, Bentley-and-Aston-Martin territory.  To counter the whispers, here’s the part I’d be shouting about: The GranCabrio Folgore is the world’s first and only luxury electric convertible. That alone might intrigue some free-spending, first-on-their-block buyers.

Then, Exhibit B: Like the plug-in GranTurismo coupe, the convertible will out-accelerate any rival Bentley Continental GT or Aston DB12, a margin that grows positively yawning as speeds climb. A rocking 750 horsepower and rock-crushing 995 pound-feet of torque will do that. This Italian job is also noticeably more agile and connected to the road than the isolated Bentley droptop, and easily on par with Aston’s best GTs. That includes a gasoline Trofeo version whose 4,316-pound curb weight undercuts a GT Speed convertible by more than 1,100 pounds; mated to 542 horses from its twin-turbo, 3.0-liter Nettuno V6, a detuned version of the engine in the MC20 supercar.

This Italian sexpot is arguably a prettier car than the Bentley, and nearly as head-turning as the Aston, judging by public reaction to our convoy of beautifully painted models: Rose gold was a knockout specimen, along with a deep blue with metallic flake called Night Interaction, a burnt orange and a sizzling red. Anything but bright yellow, grazie.

The Maserati also carves out more passenger space than the British duo. It’s a legitimate four-seater with room for two adults in back — after a bit of space-sharing from front-seaters — versus a Bentley or Aston whose back seats are glorified parcel shelves. Finally, the Maserati’s vividly realized electric powertrain advances the tech future, where Bentley and Aston’s relatively pokey corporate V8s are rooted firmly in the past. So that’s four objective wins for the Maserati, in key areas I assumed auto journalists also cared about: Power and acceleration, sporty handling, interior space and technology.

Honestly, the Bentley’s only decisive win is its gorgeously wrought London library that doubles as a car interior. The Aston’s cabin also tops the Maserati’s in materials and execution. So score one win for Team Brexit, and four for Maserati. Hmm: Maybe it’s the Bentley and Aston that are overpriced?

That last bit is tongue-in-cheek, of course. Bentley and Aston can charge what they charge because of their brand cachet, however shaky at times. Stellantis’ Maserati brand is in no such position, its opaque reputation further clouded by tepid models like the Levante and Ghibli, and one egregious Quattroporte sedan, all out of production and unlikely to be missed. The brand is determined (again) to upgrade those perceptions, focusing attention on seemingly disparate SUVs and supercars.

The GranCabrio is another Maserati entirely. An opening run up the western shore of Italy’s Lake Maggiore, a vacation playground just north of Milan, let the Maserati play its GT role to the hilt. A tightly tailored soft top drops in 14 seconds and closes in 16, at speeds up to 31 mph. Behind that imposing Trident-capped grille, a clamshell “cofango” hood is formed from a single hunk of aluminum, eliminating unsightly cutlines over more than three square meters of surface area. The Maserati looks elegant yet powerful, with four swoopy fenders and an alluring silhouette with the roof up or down.

For the gasoline Trofeo, the compact V6 sits entirely behind the front axle. That allows a sexily crouched front end and hood that would have been impossible with a V8, and makes room for a driven front axle. Trunk space suffers a bit versus the coupe, at a maximum 6.1 cubic feet with the top up, or 4.6 cubes with the roof tucked away.

Maserati

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The start is a great opportunity to soak up morning rays and listen to a Sonus Faber audio system by the Italian audiophile company, which is among the best and clearest I’ve experienced in a convertible. Even at highway speeds, music sounds like, well, music. At any speed, on any road, this GranCabrio is a joy to drive, or to ride shotgun in: Fluid and relaxed, but ready to spring into action and fly through these shore-hugging curves.

The Folgore puts a trio of electric motors to work, each rated at 300 kilowatts. In GT mode, the GranCabrio prioritizes front-driven wheels to save energy. Sport and Corsa modes dial up contributions from dual rear electric motors, mounted inboard to aid balance. Those three radial motors could generate up to 1,200 horsepower, but are limited to 750 wheel-horsepower by total battery capacity. Compact silicon-carbide inverters boost rapid energy conversion and performance.

 An 800-volt architecture allows DC charging at up to 270 kilowatts, right up there with the industry’s quickest-drawing EVs. A free Level 2 wall box allows home charging at up to 11 kilowatts. Maserati figures a 450-kilometer range on Europe’s WLPT cycle, which should equate to a roughly 260-mile range under the EPA’s more-realistic estimate.

Try these numbers on for size: At just over 5,200 pounds, Maserati’s all-electric convertible weighs about 200 fewer pounds than Bentley’s gasoline-powered Continental GT Speed convertible. That’s a first for any apples-to-apples, EV-versus-ICE comparison. Some credit goes to a weight-saving, largely aluminum chassis with sprinkles of magnesium. Combine that with 750 horses and 995 pound-feet of eye-blink torque, and it’s the definition of an unfair ICE fight.

A company-estimated 2.8-second surge to 60 mph feels like sandbagging, based on the seat of my pants. A 9.1-second rip to 124 mph (200 kph) beats even Porsche’s Taycan Turbo S coupe by 0.5 seconds. And it’s about 4.5 seconds quicker than that 650-hp GT Speed convertible. Buh-bye, Bentley.

The Trofeo, for its feathery part, weighs about 1,150 fewer pounds than the Bentley convertible, imbuing this Italian GT with acceleration on par with more powerful gasoline competitors, along with agility you can’t fake.

That blistering acceleration isn’t some one-note parlor trick.  Unlike EVs with skateboard platforms — which push rooflines awkwardly higher — the Maserati integrates 92.5 kilowatt-hours of LG Chem pouch cells in a T-shape along the center spine and behind rear seats. Coupe or convertible, Maserati claims the industry’s lowest-riding EV. With more battery mass centered in the car, the Maserati turns in with notable eagerness, and avoids the dull understeer that plagues many EVs as they approach handling limits. Throw in excellent suspension tuning and balance, with a 48/52-percent bias between front and rear, and the Maserati definitely leans toward the sporty end of the GT spectrum, without sacrificing ride quality.

Steering is a high point, a sommelier-level pairing with the Maserati’s creamy-yet-spicy electric powertrain. That steering is light, connected and natural, with none of the numb or synthetic on-center feel that mars many EVs. In the highest compliment, the GranCabrio just drives like an Italian car. I’ll say it again, having driven both coupe and convertible Folgores: The Maserati steers better than a Porsche Taycan. And it sets a new bar for other EVs — including anything from Dodge, Jeep and other Stellantis brands — to shoot for.

If only the interior felt as rich as the performance. A mostly traditional GT cabin that would pass muster at, say, $100,000 or $120,000 draws more skepticism and scrutiny at these prices. Mushy-feeling plastic dashboard switches for the transmission are the prime offender, followed by switchgear for windows and steering wheel that look straight from Stellantis’ parts bin. The leather is sumptuous, at least, including a bright-red holiday wrapper in the Trofeo we tested. A digital version of Maserati’s traditional analog clock also displays data such as g-forces. A clever “saddle-shaped” screen ensures that none of the display elements are blocked by the steering wheel. The Folgore features industry-exclusive Econyl, a neoprene-like fabric whose fibers are derived from old fishing nets, carpeting and other recycled nylon sources.

The Stellantis-based infotainment system’s dual center screen recalls an oversized flip phone, integrated into the lower dash and making room for a small console cubby. An infernal haptic slider controls volume, its display washing out badly in sunlight, but a secondary volume control lives behind the steering wheel.

On a tight mountain ascent and descent near the Swiss border, the Folgore comes into its own, a near-silent magic carpet gliding through corners at speeds that might make Aladdin wet himself. Grip is appropriately monumental, with Maserati eschewing all-season or energy-saving rubber for summer Pirelli P Zeroes, staggered at 20 inches front, 21 inches rear. Well-chosen EV audio sound hums sweetly and avoids EDM gimmickry. Regenerative brakes, operated through Ferrari-esque metal paddles, could use an additional setting for one-pedal driving, but their three settings offer a reasonable range between pure coasting and strong deceleration.

Now, if you’re sitting down, let’s run through prices: The GranCabrio Trofeo starts from $193,995 (including $1,995 in destination), or $206,995 for the electric Folgore. I won’t strenuously defend the gasoline Trofeo at that price; despite capable and competitive performance, it’s not as singular and special as the Folgore.

It’s fair to question the Maserati’s stratospheric pricing strategy. But you can’t question the Folgore’s performance and technological bona fides, which objectively meet or beat anything in its class. If we’re talking electric convertibles, it’s currently a class of one. That makes the Maserati a unique alternative to, say, a Porsche Taycan Turbo S. And let’s be clear: Nobody is selling more than a few thousand GTs a year in any price segment. Last I checked, no one runs around claiming Bentley, Aston Martin or Porsche are great financial values. Since most of us can’t afford any of them, one more overpriced grand tourer isn’t hurting anyone.

Maserati GranCabrio First Drive Review: Want an electric convertible? This is it

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Maserati GranCabrio First Drive Review: Want an electric convertible? This is it originally appeared on Autoblog on Fri, 28 Jun 2024 17:59:00 EDT. Please see our terms for use of feeds.

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