2026 Maserati GranTurismo Trofeo | PH Review
Now with 590hp, improved styling and the promise of sharper handling - still want that Turbo S?
I’m going to go out on a limb and say most people always appreciated the look of the GranTurismo Trofeo - but precious few of us would choose one over the 2+2 alternatives. The competition is tough to beat, after all - and Maserati knows this. So, in a bid to make its high-performance two-door more appealing versus alternatives like the Mercedes-AMG GT 63, Porsche 911 Turbo S and even Ferrari’s Amalfi, Maserati has extracted more performance from its flagship, all while refraining from raising the price. The GranTurismo is now a luxury 2+2 coupe that produces 590hp for £152k, which for 2026, is pretty good going.
In fact, the GranTurismo Trofeo can claim to be both more potent and cheaper to buy than AMG’s offering. Okay, unlike the Merc - and indeed most other cars in the segment, which includes German-powered Brits like the Conti GT and Aston DB12 - the Maserati doesn’t provide the option of a plus-600hp model. But the GranTurismo has never been all about muscle, and the tweaks made for 2026 go much further than just what’s under the bonnet. More on that in a sec.
Let’s start forward of the bulkhead, because the Nettuno V6 mounted there is worthy of renewed attention. With 590hp produced by the twin-turbocharged 3.0-litre engine, the Trofeo is not just 40hp up on before, it’s now only 40hp short of the MCPura with the same motor. Part of the reason for the power bump comes from a new exhaust system, which makes the Trofeo soundtrack so much louder than before, they’re said to be on the legal limit for production cars. Its output, meanwhile, continues to be sent to all four wheels via a ZF eight-speed auto.
The chassis has received some attention too. The standard-fit air suspension setup remains the same, but the software controlling it, and the parameters of each drive mode, have been changed, unlocking what engineers claim is a more responsive Trofeo. The pre-update car wasn’t exactly lacking in agility - in fact, with an electronically controlled limited-slip differential at the back and a Corsa mode capable of turning the Trofeo into a rear-drive car, agility was one of the car’s strengths. But given that the engineering team includes former Ferrari employees, these claims do carry some weight.
If you’re wondering by the way, thanks to no added hybridisation - and only new Drive/Manual, Neutral and Park toggles as the main changes inside - the GranTurismo remains relatively light for its class. Which is to say, at 1.8 tonnes it’s over 600kg lighter than a Conti GT. Sure, the Amalfi is roughly two hundred kilos lighter still and the DB12 undercuts it as well, but compared to those more outwardly sportier models, the GranTurismo Trofeo feels more like a traditional grand tourer than 2+2 sports car.
Mind you, it has gained some sportier features on the outside, with a more prominent front grille surround that gives the car a MCPura-like mouth, a pair of angular intakes on the bumper and some smoked rear lights that again take inspiration from the MC20’s replacement. Nevertheless, overall, this remains an eye-catching yet elegant offering. Even the DB12 looks racier, and given that the Continental GT can be specced with some pretty bold finishes, the Maserati actually feels pretty restrained. It’ll go well with a suit and dinner dress.
It’s a shame, then, that the cabin hasn’t improved. Those new switches look, at a glance, like individual metal toggles to switch the auto from drive and park, etc. But in fact it’s a single-piece of plastic that moves together, so if you click D for drive, the whole panel moves. That doesn’t half make the first interaction you have with the car after starting it up feel, well, cheap. Thankfully, while the rest of the dash is as before (meaning the screens are wide enough but not particularly impressive in both shape and digital front end) there is a new and very ergonomic steering wheel ahead of a familiar pair of aluminium, column-mounted shift paddles. These are still the best in the biz.
The interior’s mix of leathers, metals and carbon fibre bits do provide the cabin a sporting-luxury feel. The shiny plastic buttons on the wheel don’t feel particularly posh, but the fact they’re proper mechanical ones is probably reason enough to appreciate them. Also, switching off the ADAS stuff is pretty easy; it’s just a double tap of a steering wheel column end to disable lane keep assist and a tap of an on-screen button to get rid of speed limit alerts, so pulling away in the Trofeo can be beep-free.
This is a very good thing, not least because it allows you to focus your attention on that more vocal V6 as soon as you press the starter button. The new exhaust system definitely unlocks more nuance from the motor, which gets richer in volume and tone if you click into Sport mode via the steering wheel-mounted dial. This dial also lets you switch the damping from Soft to Hard via a central button, meaning you can mix engine and chassis settings as you please, without needing to dive into the touchscreen. Again, in 2026, this should be celebrated.
You'll probably want to click into Sport pretty much every time you’re in the car because otherwise that Nettuno sounds a little, ahem, TDI at low revs. It’s a gravelly motor that grows into its six-cylinder song as the revolutions increase, but at very low revs in traffic, it’s a bit gruff. Unsurprisingly, you can’t feel the extra power at lower speed either but that’s no biggie; this twin-turbo V6 has always had a thick knot of low down muscle and with a torque converter that’s smart and smooth, the Trofeo feels effortless enough.
Rev it out and the extra horses turn up, with a stronger rush towards the redline that you can really extract every ounce from thanks to a hard limiter. Tickle it as you click up a gear with those tactile, click-clack shift paddles, and the ‘box doesn’t punish you with any hesitation, it’s straight up to the next cog. Of course, even a V6 as elastic and pliable as this can’t compete with powerhouse presence of some of the larger V8s. But in isolation, you're unlike to complain about the Nettuno's capacity for summoning up joy.
Those software and setting tweaks to the chassis have a noticeable impact, too. Less so in the normal GT mode, where a slight edginess suggests a firmer damper setting is now default. But the way the Trofeo deals with the lumps and bumps of our northeast Italian test route suggests it’ll feel at home in Britain. In Sport there’s still enough absorption to make the setting perfectly usable at all speeds, with an added level of body control that makes this GranTurismo feel not too dissimilar to an Alfa Romeo Quadrofoglio at times. It doesn’t hunker down exactly, but rather flows enigmatically, somehow ensuring road imperfections are dealt with no matter the pace.
The all-wheel drive traction in GT and Sport mode is virtually unbreakable, but in Corsa - when the front axle is disconnected - the Trofeo becomes much more indulgent. The e-LSD locks up smoothly and predictably so power slides out of mountain hairpins are easy to achieve and control, and the steering - which is beefier than an Alfa’s - feels bang on in terms of ratio and response. It’s quick and communicative enough, but it’s not Amalfi fast, so you don’t have to be ultra accurate. The brakes too are strong with great modulation, meaning the flow state you can enter on a winding road makes the Trofeo feel more and more like a larger Giulia QF. The engine note is even pretty close at times. It’s as if these V6s are almost the same…
That said, you get the feeling that even this top GranTurismo variant wouldn't see which way a Quadrifoglio went, let alone a Turbo S. And even though it does a respectable job dealing the bumps, it never turns into a luxury sofa like a Conti GT can. But purely to drive, the Trofeo remains a rewarding and tactile experience that benefits from the thoughtful alterations that Maserati has made to its vital parts.
At the same time, progress made elsewhere is somewhat undone by its maker's failure to spruce up the interior (or spruce it up to the extent where a Bentley owner would blush looking at it anyway), and the digital side of things is hardly likely to give Mercedes' engineers sleepless nights. But no more so than ever, the Trofeo feels analogue and approachable at a time when cars are getting more complicated and, yes, needlessly fast. So while this still isn’t objectively the best 2+2 that six figures can buy, it is one of the most likeable. And there's something to be said for that.
SPECIFICATION | MASERATI GRANTURISMO TROFEO
Engine: 2,992cc, V6 twin-turbocharged
Transmission: 8-speed auto, all-wheel drive
Power (hp): 590@6,500rpm
Torque (lb ft): 479@3,000rpm
0-62mph: 3.5 secs
Top speed: 199mph
Weight: 1,795kg
MPG: 28.2
CO2: 230g/km
Price: £151,650
But, this one is just too big to be practical. If they make a car that’s physically this large, then fit a full sized engine for gods sake. The 2 litre v6 in the biturbo made sense as it was a small car and the little engine allowed them to package 4 proper seats into a small vehicle. At least in the previous generation GT they accepted it was a huge car and put the v8 in there.
It's very nice but I think the engine sound isn't what you want in a car like that, I don't want a gruff TDI note I'd want a smooth burble for "my" £150k 2+2 GT, the DB12 would be perfect but it starts at £185k and will be £200k+ after options the Mercedes GT 55 is probably a good choice.
Looking what low mileage examples you can get into for £30k (upper) or £20k (lower) you can see the issue.
Also much like for its practicality and all-weather usability.
Maser’s press dept needs to wake up, mind. Newsflash: gloss black wheels look shyte, even more so today than in 2010.
The cheapest 6 year old GT on PH and AT is £53k (old model v8), then a gap to the v6 models from 2023 onwards from £93k.
All the best luck in 5 years time crossing your fingers for a Cat S Trofeo.
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