Buongiorno! Scooter here, back with another Maserati first car review. This time, I flew north of Milan, Italy, to Lake Maggiore, where I took tons of beautiful views while testing Maserati’s first all-electric convertible, the GranCabrio Folgore. This is a beautifully made new model, but I worry about its starting price.
Background to Maserati’s first all-electric convertible
My most recent Maserati drive-thru was nearly two years in the making, as we first reported on the Trident brand’s all-electric GranCabrio convertible back in October 2022. At the time, we only saw a camouflaged prototype. However, Maserati reported that the initial stages of development and testing of the GranCabrio Folgore had begun on the streets of Modena in Northern Italy.
Since then, Maserati has launched two entry-level Folgore BEV models – the GranTurismo coupe and the Grecale Folgore SUV, which I tested in southern Italy last March. In April, I was back in Italy at Maserati’s public presentation of the GranCabrio Folgore convertible in Puglia.
That’s when we learned what specs this three-engine sports car will deliver, including a 0-100 km/h (0-62 mph) acceleration time of 2.8 seconds. While we’re still awaiting the GranCabrio Folgore’s official launch in the North American market, I recently visited Maserati’s home turf and tried it out for myself. I have shared my thoughts below.
GranCabrio Folgore specifications and performance features
What’s refreshing about Maserati and its Folgore BEVs is that they come as they are – a variant with all available features, all of which are top-notch in design and function. This type of business model makes my job easier because when I talk about specs, features, and pricing (get ready for that one of a few), I only have to talk about a single option.
With that said, here are some relevant specs on the Rose Gold Maserati GranCabrio Folgore convertible I tested:
- Power system: 3 x 300 kW radial engines (2 rear, 1 front)
- Maximum power: 560 kW (751 hp) / 610 kW (818 hp) with MaxBoost
- Spinning maximum: 1,350 Nm (996 lb-ft)
- Top speed: 180.2 mph
- Acceleration 0-60 mph: <2.8 seconds
- Battery capacity: 92.5 kWh (nominal) / 83 kWh (usable)
- Loading:
- DCFC – 800V: 270 kW (up to 48 miles in 5 minutes)
- DCFC – 400V: 50 kW (12 miles in 5 minutes)
- DC charging time: 20 to 80% in 18 minutes (@800V – 270 kW)
- AC charging time: 48 miles per 1 hour (@15 kW)
- Range: Up to 233 miles (EPA rated)
- Approved weight: 5,249 pounds.
- Weight distribution: 50/50
- Turning Radius: 40.68 ft.
The Maserati convertible’s specs aren’t bad compared to its competitors in the luxury segment, but the range certainly leaves something to be desired. That said, the GranCabrio Folgore wasn’t necessarily designed for long road trips. We had a lot of mileage left after our day of driving (and driving FAST).
From my experience, it’s perfect for cruising along the coast with the top down and opening it right away. One downside of Maserati’s unique 800V platform is the limited space for more batteries. On the other hand, however, the Italian automaker was able to deliver a 50/50 weight distribution, which is better than its combustion counterpart, even with an additional 933 pounds of weight from the batteries.
Driving Maserati’s three-engine 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 bit flat and boring.
This is not the case with the GranCabrio Folgore. It has a sleek yet muscular design and moves bigger than it looks for its weight. Note its unique shell hood that extends as a single stamped piece across the front of the vehicle and over the wheel wells. How often do you see so few rows ahead? Amazing.
Inside and out, the small details are executed to the highest quality standards, and this is the most aesthetically pleasing Maserati I’ve personally seen and driven. The interior is comfortable and spacious up front, but the rear seats are admittedly quite cramped, given the sporty EV’s overall length (4,966mm).
I found the center screen easy to navigate and use, with very little need to touch the many menus. Most of your most used functions are quickly accessible from the steering wheel or display and are intuitively set up.
I don’t necessarily mind physical buttons for car functions like Park and Drive, but I wasn’t a fan of Maserati’s decision to place them in the center of the dash between the screens. My hand’s instinct was to go to the steering wheel or between the front seats to change modes.
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Source: Scooter Doll -
However, this convertible’s all-electric driving modes were very easy to navigate using a knob on the steering wheel. I obviously spent most of my time in Sport and Corsa modes to get a feel for the full performance, but I tested every Maserati mode during my drive and enjoyed the feel of each one…especially the stiffness and torque vectoring of the Corsa.
Acceleration was excellent. This child can go. We often beat the combustion Trofeo versions on the road thanks to the Folgore’s triple engines and massive torque. Overtaking almost any other car on the highway or back roads shouldn’t be a problem for future owners.
Despite being a convertible, I found the Maserati GranCabrio’s ride surprisingly smooth. It’s obviously quieter with the top up and the windows up, but even the top down and the windows up were very nice, and I really can’t complain about the top and window driving in the city.
The air-conditioned seats were there for me when I was in the sun, and a heated “air handkerchief” function is available near your neck in the front seats if you’re getting cold 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 with the top down and folded up. That said, there’s extra space in the back seats if you’ve got anything bigger than a few carry-ons.
GranCabrio Folgore price, availability, our video review
Overall, this is my favorite Maserati BEV 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 be smooth to drive and as quiet as can be due to the lack of a roof.
Maserati’s battery placement on the 800V platform really shines in this model, as the added (and evenly distributed) weight helps keep the tires on the road, even on hairpin bends. After driving this model, my two criticisms are its range and price.
The EPA-estimated range of 233 miles is decent 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. Which 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 charges.
With such a premium, I can’t help but wonder who will buy this model. The die-hard Maserati can still opt for the combustion version, though I’d argue the Folgore is only $13,000 more and offers significantly better performance. Also, EV enthusiasts, even the wealthiest ones, will likely pick up a Lucid Air GT or Tesla Model S Plaid for half the GranCabrio’s price.
Is it really worth the extra money for a convertible? The market will answer that question when the Maserati GranCabrio Folgore hits North American dealerships this fall as a 2025 model.
Until then, be sure to check out my driving footage and impressions around Northern Italy below:
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