Buongiorno! Scooter here, back with another first-drive review with Maserati. This time, I flew north of Milan, Italy, to Lake Maggiore, where I took in tons of beautiful vistas while testing out Maserati’s first all-electric convertible, the GranCabrio Folgore. This is a beautifully done new model, but I worry about its starting price.
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Background on Maserati’s first all-electric convertible
My most recent Maserati drive event was almost two years in the making, as we first reported on the Trident brand’s all-electric GranCabrio convertible in October 2022. At the time, we only saw a camouflaged prototype. Still, Maserati relayed that the initial stages of GranCabrio Folgore development and testing had begun through the streets of Modena in Northern Italy.
Since then, Maserati has launched two initial Folgore BEV models—the GranTurismo coupe and the Grecale Folgore SUV, which I test-drove in Southern Italy this past March. In April, I was back in Italy at Maserati’s public launch of the GranCabrio Folgore convertible in Puglia.
It was then that we learned what specs this tri-motor sports car will deliver, including its 2.8-second 0-100km/h (0-62 mph) acceleration time. While we still await the GranCabrio Folgore’s official launch in the North American market, I recently got to visit Maserati’s native lands and test it out for myself. I’ve shared my thoughts below.
GranCabrio Folgore performance specs and features
What’s refreshing about Maserati and its Folgore BEVs is that they come as they are—one variant with all the available features, all of which are top-of-the-line in design and function. This sort of business model makes my job easier because when I talk about specs, features, and pricing (brace yourself for that one in a bit), I only have to talk about a single option.
With that said, here are some pertinent specs in the Rose Gold Maserati GranCabrio Folgore convertible I tested out:
- Powertrain: 3x 300kW radial motors (2 rear, 1 front)
- Max Power: 560 kW (751 hp) / 610 kW (818 hp) w/ MaxBoost
- Max Torque: 1,350 Nm (996 lb-ft)
- Top Speed: 180.2 mph
- 0-60 mph Acceleration: <2.8 seconds
- Battery Capacity: 92.5 kWh (nominal) / 83 kWh (usable)
- Charging:
- DCFC – 800V: 270 kW (up to 48 miles in 5 mins)
- DCFC – 400V: 50 kW (12 miles in 5 mins)
- DC Charge Time: 20 to 80% in 18 mins (@800V – 270 kW)
- AC Charge Time: 48 miles per 1 hour (@15 kW)
- Range: Up to 233 miles (EPA estimated)
- Homologated Weight: 5,249 lbs.
- Weight Distribution: 50/50
- Turning Radius: 40.68 ft.
The specs of the Maserati convertible are not bad compared to its competitors in the luxury segment, but the range certainly leaves something to be desired. That said, the GranCabrio Folgore was not necessarily designed for long road trips. We had plenty of range left after our day our driving (and driving FAST).
From my experience, it is perfect for cruising along the coast with the top down and opening it up on straightaways. A downside to Maserati’s unique 800V platform is the limited space for more batteries. On the flip side, however, the Italian automaker was able to deliver a 50/50 weight distribution, which is better than its combustion counterpart, even with an extra 933 pounds of weight from the batteries.
Driving Maserati’s tri-motor BEV convertible in Italy
As the convertible version of Maserati’s first BEV on its 800V platform, the GranCabrio offers a bit more freedom (and headroom) than the GranTurismo Folgore. When I drove the Grecale Folgore SUV, I found its exterior to be a tad flat and boring.
That is not the case with the GranCabrio Folgore. It carries a sleek but muscular design and drives bigger than it looks due to its weight. Notice its unique clam-shell hood that extends as one entire stamped piece across the front of the vehicle and over the wheel wells. How often do you see so few lines up front? Stunning.
Inside and out, tiny details have been executed to the utmost quality standards, and this is the most aesthetically pleasing Maserati I have personally seen and driven. The interior is comforting and spacious up front, but the rear seats are obviously quite tight, given the sporty EV’s overall length (4,966 mm).
I found the center display easy to navigate and operate, with very little need to tap through multiple menus. Most of your most used functions are quickly accessible from the steering wheel or display and are intuitively placed.
I don’t necessarily mind physical buttons for drive functions like Park and Drive, but I was not a fan of Maserati’s decision to place them in the center of the dash between the displays. My hand’s instinct was to go to the wheel or in between the front seats to shift modes.
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Source: Scooter Doll -
This convertible’s all-electric drive modes, however, were very easy to scroll through using a knob on the steering wheel. I admittedly spent most of my time in “Sport” and “Corsa” modes to feel the full performance, but I did test out each mode of the Maserati along my journey and enjoyed the feel of each and every one… especially the stiffness and torque vectoring of Corsa.
The acceleration was superb. This baby can go. We often times outpaced the combustion Trofeo versions on the road thanks the the Folgore’s triple motors and massive torque. Overtaking nearly any other car on the highway or back roads should be no problem for future owners.
Despite being a convertible, I found the ride of the Maserati GranCabrio surprisingly quiet. It’s obviously quietest with the top and windows up, but even top-down and windows up was very nice, and I really can’t complain about driving top and windows town either.
Air-conditioned seats were there for me when I was in the sun, and a heated “air scarf” feature is available near your neck in the front seats if you’re getting chilly from the fresh air.
One of the downsides I noticed, which comes with most convertibles, is the lack of trunk space in this Maserati, especially when the top is down and folded up. That said, there’s additional storage in the rear seats if you have anything larger than a couple of carry-on suitcases.
GranCabrio Folgore pricing, availability, our video review
Overall, this is my favorite Maserati BEV model I’ve driven to date. I think its overall design is the sharpest in the lineup, and it offers the performance to match its luxury. Even as a convertible, I found the GranCabrio Folgore to drive smoothly and as quiet as can be for having no roof.
Maserati’s battery placement in the 800V platform truly shines in this model, as its added (and evenly distributed) weight helps keep the tires on the road, even on hairpin turns. After driving this model, my two critiques are its range and its price.
The EPA’s estimated range of 233 miles is adequate for a vehicle of this size and type, but I would have liked to see more, given how much Maserati is asking for the all-electric convertible. This brings me to my next issue: the GranCabrio Folgore starts at an MSRP of $205,000 before an additional $1,995 in destination and handling fees.
At a premium like that, I can’t help but wonder who will buy this model. Maserati die-hards may still opt for the combustion version, although I’d argue the Folgore is only $13,000 more and delivers significantly better performance. Also, EV enthusiasts, even the more affluent ones, are probably going to opt for a Lucid Air GT or Tesla Model S Plaid for half the price of the GranCabrio.
Is it really worth the extra money for a convertible? The market will answer that question when the Maserati GranCabrio Folgore makes its way to North American showrooms this fall as a 2025 model.
Until then, be sure to check out my driving footage and impressions around Northern Italy below: