The Grecale is the second SUV to feature the trident logo. It is based on the Giorgio rear-wheel-drive platform used by the Alfa Romeo Stelvio, among others, and whose wheelbase has been increased by 8 cm compared to this one. Visually, the proportions remain similar all the same, with the accent placed on a long muzzle, a sign of the longitudinal positioning of the mechanics. The overhangs are also shortened to collect everything and ensure dynamism. The identity of this Grecale is forged at the front with its oval grille with vertical bars on which sits the prestigious logo. The headlights complement rather curvaceous fenders and are laterally capped with three “dummy” openings as a historical reference. This design exudes great confidence, especially if you opt for the Modena or Trofeo liveries which widen the rear tracks. That said, on the form, we detect a conformism that can be confused with… a Porsche Macan.
Maserati has long cultivated its romantic image through its interiors. If his creations of the last few years borrowed too many pieces from FCA models, his new wave wants to get rid of it. The Grecale is particularly compelling in this sense, jettisoning any tangible reference to other Stellantis models. This freshness is accompanied by scents of top-stitched leather of good quality whose contrasts of black and red harmonize rather well with the textured carbon fiber of the specimen tested. The assembly is nevertheless a little uneven. For the rest, we borrow from the digital age with an inferior touchscreen that controls almost everything. A digital clock enthroned above the touch screen also signals the changing of the guard. Certainly, this reorientation towards modernity is in vogue, but also makes us miss the tactile aspect and the richness of the various materials that made up luxury vehicles not so long ago.
The Grecale lands with a three-engine offering. Two 2.0L turbocharged mild-hybrid four-cylinder engines producing 296 hp and 325 hp power the GT and Modena versions, respectively. The Trofeo livery gets none other than the – less powerful – heart of the MC20 supercar, a 523bhp 3.0L Nettuno twin-turbo V6. It is the middle variant that was tested. From the outset, at start-up, the character of this original Fiat mechanism gives off an astonishing expressiveness. Rough at times, it needs to be roughed up a bit to extract all its resources. After a rather marked response time before 3500 rpm despite the electric support, it activates up to the switch with a mechanical sound enhanced by the blinking of the turbocharger. This four-cylinder is not a thunderbolt, with a 0-100 km / h estimated at 5.3 s, but still manages to entertain us.
Despite obviously sharing many components with the Alfa Romeo Stelvio, the Maserati Grecale still manages to establish its own personality. Without having the hyperactivity of the Stelvio, its steering seems at first contact very light to the touch, but progressively places the SUV in turns. This Grecale also displays much more refinement than its Italian cousin in terms of damping and soundproofing of the running gear. Without the benefit of air springs, the Modena example tested absorbs unevenness with aplomb and consistency, but not without eliminating certain secondary oscillations. In that sense, this Grecale is expressive, continually communicating where weight shifts are taking place. That’s exceptional for an SUV. The eight-speed transmission supports driving pleasure with large fixed aluminum paddle shifters. Braking, for its part, remains powerful and all the same flexible for an electrically assisted system.
Like many of the latest luxury compact SUVs, this Grecale is jumping into the digital world with both feet, ignoring all the physical controls, except on its steering wheel. The central core of this approach is a new Android-based multimedia system called Maserati Intelligent Assistant. It is accessed by a 12.3″ touchscreen. Despite excellent quality graphics, this system suffers from momentary delays when selecting certain menus. The reversing camera is also affected by a rather jerky image. In short, there are improvements to be made, but the basics are solid thanks to a great intuitiveness and a rather complete offer of features. The secondary control screen incorporates the volume touch control on the right, a curious positioning that is not very visible in the light. With regard to its sound, the chain of the Italian manufacturer Sonus faber spreads a beautiful sound depth.
For all small manufacturers, the SUV is an essential transition path to ensure their survival and continue to offer their low-distribution sports cars. Maserati is no exception to this fundamental principle which guides the destiny of many brands. With the Grecale, the brand with the trident no doubt diverges from its primary mission, but not without infusing it with an attractive character. Strongly balanced dynamically without shaking us like a plum tree, it displays a finesse in the crafting of its interior that few compact SUVs manage to achieve. At $77,300 as an entry ticket, the proposal is however very expensive and the bill swells briskly from one livery to another. There is also this technical promiscuity with the very competent and more affordable Alfa Romeo Stelvio. But, for some, the attraction of a brand by its exoticism is worth its weight in gold.
Like several models of the brand named in reference to a wind, the name Grecale comes from a wind blowing on the northeast of the Mediterranean.
As Maserati operates its reorientation towards all-electric, the Grecale will soon have its own version without combustion engine. Named Folgore, it will be the most powerful variant with 557 hp and an estimated range of 500 km in the European cycle.
To make the Grecale’s four-cylinder turbo more lively, an electric supercharger intervenes at low revs, where the turbocharger has a dip. The result is not always convincing, but the power is generally progressive.
With an ample opening as well as ample legroom and headroom, rear passengers are much more pampered than on board the Alfa Romeo Stelvio.
For the purpose of aerodynamic efficiency, the exterior door handles are curved, which is a priori counterintuitive, because they must be operated from below.
