The 2025 Maserati GranCabrio is available in two versions: the Trofeo and the Folgore. The Trofeo model runs on a 3.0-liter twin-turbo V-6 engine producing 542 horsepower. Meanwhile, the Folgore model is powered by three electric motors, delivering a standard 760 horsepower, which can briefly peak at 1,200 horsepower. Both versions are equipped with all-wheel drive.
During a luxurious driving event by Lake Maggiore, where Northern Italy meets Switzerland, Maserati introduced us to both versions of this new four-seat convertible.
The Trofeo variant runs on a modified version of the Nettuno engine, initially seen in the MC20 supercar. This engine has a unique 90-degree layout, allowing it to fit entirely behind the GranCabrio’s front differential. This positioning lowers the engine’s profile compared to typical all-wheel-drive cars, and it also allows for a sleek, low clamshell hood—a hallmark of sports cars.
With technology inspired by Formula 1, the GranCabrio Trofeo produces 479 pound-feet of torque at 3,000 rpm and offers strong acceleration up to its 6,500-rpm redline.
The Trofeo, which runs on combustion power, can accelerate from 0 to 60 mph in 3.4 seconds and reach a top speed of 196 mph. On the twisty and sometimes narrow mountain roads of the Italian Alps, the car performed exceptionally well without losing power. It maintains a consistent and strong performance throughout its power range, smoothly transitioning from mid-range torque to high-end horsepower.
The Nettuno engine produces a deep and rich sound, starting with a low, deep rumble and ending in a classic sports car roar. This sound is enhanced by a multi-mode exhaust system that becomes louder as you switch from GT to Sport to Corsa mode using the drive-mode selector. When driving with the roof closed, the sound of the turbos is silent, but with the roof down, you can hear the rush of air blending with the engine noise, adding to the driving experience.
Here’s the deal: The GranCabrio Trofeo has a redline of 6,500 rpm, which means it shifts gears just when the engine starts to sound exciting. It uses a common eight-speed torque-converter gearbox made by ZF, found in many vehicles. When left in automatic mode, it shifts up quickly, dropping the engine speed below 2,000 rpm, where the powerful engine sounds less enthusiastic and more like a dull groan. There are paddle shifters shaped like small bananas that allow you to shift gears manually, keeping the engine in its best range for sound. However, there’s a slight delay between when you request a shift and when the gear actually changes.
When you see a car like the GranCabrio, with its aggressive shape and sleek curves, you might imagine driving it heroically, shifting gears at high speeds and smoothly downshifting into tight turns in the Alps, with the echoes of racing history in the background. It’s a dream scenario. But in reality, most of us spend our time stuck in traffic, dealing with bad roads, and obeying traffic laws. That’s why if you’re considering the GranCabrio, I recommend choosing the all-electric Folgore.
From a performance perspective, the Folgore is clearly superior. It boasts 995 lb-ft of instant torque, allowing it to accelerate from 0 to 60 mph in 2.8 seconds, according to Maserati. It completes the quarter-mile in 10.6 seconds and reaches a top speed of 180 mph.
Unlike almost every other electric vehicle (EV) available, the GranCabrio Folgore doesn’t have a floor filled with batteries. Instead, its 92.5-kilowatt-hour battery pack is shaped like a T, fitting into the transmission tunnel and behind the passenger area. This design repurposes space that would normally be used for a combustion engine. As a result, Maserati was able to keep the electric GranCabrio low to the ground and achieve a perfect 50/50 weight distribution between the front and rear.
Similar to most battery electric vehicles (BEVs), the GranCabrio Folgore is heavy—nearly two tons, specifically. In US specifications, it weighs 5,249 pounds, whereas the gasoline-powered Trofeo weighs 4,316 pounds. The Folgore operates quietly, emitting a soft hum that becomes more noticeable as it gains speed. The shift paddles now control regenerative braking, which can be adjusted across three levels, though they don’t provide strong enough braking for true one-pedal driving.
Here’s the part that feels almost magical: On winding mountain roads, the all-electric Folgore handles nearly the same as the gasoline-powered Trofeo. Both cars take curves smoothly without much body lean, with light steering and precise brakes. Each car features electronic dampers that stiffen in Sport mode and further in Corsa mode, lowering the height-adjustable air springs to their lowest setting.
Our test route in Italy had exceptionally smooth roads, the kind American drivers usually only experience in dreams or on European trips. Even when encountering occasional potholes or bumps, the GranCabrio maintained good comfort, even in its firmest setup. Sometimes, Corsa mode caused slight high-frequency vibrations, which could be reduced by pressing the damper button to adjust between firmer and softer settings within each driving mode.
The GranCabrio is the convertible version of the GranTurismo coupe. Grand touring isn’t just about high speed. It’s about ease, elegance, and the ability to cover long distances effortlessly. Nowadays, almost any new car can handle long trips comfortably, so our idea of grand touring needs updating for the 21st century. Speed and power are important, but true grand touring also requires a stylish, effortless demeanor. The Italians have a term for this—sprezzatura. It means achieving something with stylish nonchalance. The all-electric Folgore embodies sprezzatura—it’s always powerful without needing to boast about it.
If Maserati offered a clutch pedal and a gated shifter in the GranCabrio, I would recommend it. But that would make it a different type of car, one where the driver has to do more work. With the GranCabrio Folgore, you can speed up the Alps without making much noise. Besides, where else can you find a convertible electric car? Even if the Tesla Roadster comes out, it won’t be as stylish.
The GranCabrio isn’t perfect. The back seats are more comfortable than those in a Continental GT or 911. There’s enough headroom for someone six feet tall to sit in the back with the roof closed, but they’re still best for occasional use. The trunk is a decent size for a weekend trip for two people, but it’s a bit smaller when you fold down the roof. The convertible roof opens and closes by swiping and holding your finger on the center-stack touchscreen, which can be a bit complicated, especially if you’re trying to do it quickly in the rain.
The all-electric GranCabrio isn’t suitable for everyone. Maserati estimates it can travel up to 233 miles on a full battery charge. They claim you can recharge about 48 miles in just 5 minutes at an 800-volt charging station, but finding one may be a challenge. The car’s navigation system finds Maserati charging stations and updates your estimated driving range continuously. However, during our one-day test drive with two vehicles, we didn’t have the opportunity to try out the charging process.
