Mr. M
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GranTurismo Maserati GranTurismo
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The Maserati GranTurismo and GranCabrio are a series of grand tourers produced by Maserati, succeeding the Maserati Coupé and Spyder.
Mr. M
Tire Trailblazer
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Mr. M
Tire Trailblazer
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Mr. M
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Official Press Release:
http://www.conceptcarz.com/vehicle/default.aspx?carID=13259
Some highlights:
Market and Competitors
Maserati has a long-established tradition at the high end segment (>€90,000 incl. VAT) of the high-performance coupés (2+2/4 seaters). The target segment for the Maserati GranTurismo is above 30,000 units (year 2006, 8 main markets: USA, I, D, CH, F, UK, J, AUS), is mature in terms of product offering and is expected to grow in the next few years as a result of the entry of new competitors up to a maximum level of 37,000/38,000 vehicle registrations (years 2008-2011).
With the new Maserati GranTurismo, Maserati is expanding its presence in the segment: whilst the GranSport, in fact, continues to dominate the market sector represented by models up to 4.5 meters long and costing up to €100,000 (Italy – VAT included), the new Maserati GranTurismo falls within the competitive panorama represented by coupé models with a length of more than 4.7 meters priced between €90,000 and €130,000 (Italy – VAT included).
The Maserati GranTurismo therefore sees itself as a real alternative to its most solid competitors (BMW 650Ci, Mercedes CL500, Jaguar XK8/XKR, Aston Martin V8 Vantage) and, as such, must be considered a model for winning over new customers.
Driving Emotion – Engine
The heart of the Maserati GranTurismo is the 4,244 cc 90° V8 which belongs to the new generation of Maserati power units, having been designed for the first application at the start of 2007 on the Maserati Quattroporte's automatic gearbox versions at the beginning of the year.
The basic technical options for these new engines have been designed to ensure high specific power and rapid rise and fall in engine revs typical of competition engines, but with particular attention to fuel consumption, smooth running and silent operation.
The V8 adopted for the Maserati GranTurismo has been especially fine tuned compared to the engine fitted to the Quattroporte's automatic versions in order to enhance its responsiveness to the throttle controls. In this configuration it delivers maximum power of 405 HP at 7,100 revs (specific power of 96.4 HP/Liter) and maximum torque of 460 Nm at 4,750 revs, of which 75% is already available at 2,500 revs.
Compact and light (180Kg), the short stroke engine (bore 92 mm – stroke 79.8 mm) incorporates a crankcase and cylinder heads (with head cover in Maserati Blue) made of aluminum silicon alloy, hardened forged steel crankshaft and 5 main bearings.
The timing has twin chain-driven overhead camshafts per bank; four valves per cylinder controlled by hydraulic tappets. The camshafts on the intake side are fitted with a low pressure continuous phase variator, with complete actuation times of less than 0.15 seconds.
The lubrication system features a wet sump where the engine oil is collected in a sump integral with the crankcase and circulated by a single oil bath pump. This solution replaces the dry sump fitted on the previous family of engines, reducing the number of pumps and resulting in a noticeable reduction in operating noise to the benefit of acoustic comfort on board.
The ignition and injection systems are integrated, with features that detect operating malfunctions within the engine control system and ensure that emission control regulations are met. The electronic control units (ECU) dialogue with the other systems through a CAN line (Controlled Area Network) to optimize engine management.
The accelerator is electronic drive by wire, with a particularly driven operating logic: small angles or pressure on the accelerator pedal correspond to more than proportional throttle opening angles which translates into an immediate response to even the slightest accelerator pressure: for example, 40% of pressure on the accelerator pedal is the equivalent of 70% of throttle valve opening, which increases up to 100% in Sport mode (selected through the Sport button).
The V8 is connected to a stainless steel exhaust system which uses metallic catalyzers rather than those made of ceramic material: the use of this racing-derived technology means that the density of the cells can be reduced which translates into a reduction in the section resistant to the flow of gases and hence less exhaust backpressure; this means that the Maserati customer can get behind the wheel of a car that meets the most stringent anti-pollution laws, without having to compromise in terms of performance.
The exhaust system on the Maserati GranTurismo has also been designed to thrill the driver with its distinctive resonance which, although never intrusive inside or outside the cabin, can provide the enthusiast with a deep feisty growl, at times metallic in tone, issuing from the four attractive large-section chrome tailpipes.
Driving Emotion – Automatic transmission with hydraulic torque converter
The new 6-speed automatic transmission (ZF 6HP26) has been designed to offer smooth and easy driving, without changing the sporty behavior of the Maserati V8.
The new hydraulic transmission exalts the Maserati V8 into the low/medium range, and does not limit the power at high revs, allowing really sporty gear changes up to 7,200 revs (a limit not achieved by the other cars in the target segment).
The ratios have been chosen so as to allow the Maserati GranTurismo to obtain excellent acceleration times (0-100 Km/h in 5.2 seconds) and at the same time to reduce fuel consumption and interior noise levels at high speeds.
The automatic transmission is fitted with auto-adaptive control which adapts the type of change to driving style and driving conditions: the driver can choose from four different operating modes: Auto Normal, Auto Sport (selected using the Sport button), Low Grip/Auto Ice (selected through the Ice button) and Manual (selected by moving the selector lever from 'D' to the special track).
There are two different types of change for each of the Auto Normal and Auto Sport driving modes. These are selected automatically by the transmission/engine control system based on the driver's style of driving (detected through the accelerator pedal and lateral and longitudinal acceleration intensity) and the road gradient.
Auto Normal Mode:
• With normal driving style (low lateral and longitudinal acceleration) the gear-change maps are set to obtain maximum traveling comfort. Changing to a higher gear is required as soon as possible in order to obtain the lowest level of vibrations and acoustic return from the engine. The gear shifts are managed so that comfort is not put at risk.
• With sporty driving style: if a sportier driving style is recognized in Auto Normal mode the 'UP' shifts are moved to a higher number of engine revs; this reduces the number of changes and makes available more engine torque which reduces the need to shift up a gear.
Auto Sport Mode:
• With a normal driving style with no lateral and/or longitudinal accelerations a lower gear is engaged than in the corresponding Auto Normal situation; this makes the transmission feel sportier, with only the slightest deterioration in acoustic comfort.
• With a sporty driving style the gear shifts are moved to much higher engine speeds and the changes induced by braking are calibrated to guarantee the lowest gear before a bend so as to maximize control going into the bend and engine torque on leaving it. This mode is designed for high speed driving conditions or on highly driven roads with a lot of bends.
As well as changing the gear shift logic, selecting the Sport button also activates the sport mode for:
• Stability control operation (MSP)
• Electronic control suspension setting (Skyhook), available on request
When in Auto mode, the driver can shift quickly (for example to overtake quickly) by changing temporarily to manual mode by operating the steering wheel paddles; the transmission control system recognizes the driving condition, carries out the gear change requested and then returns to automatic mode.
Auto Ice Mode:
When the driver requests the ICE mode Sport mode is deactivated automatically (if it was on) and the stability control restored (if previously deactivated); first gear is not engaged to reduce the maximum torque at the wheel and gear changes can take place at a maximum of 3,000 engine revs.
Manual Mode:
• Manual Mode is available for maximum driving enjoyment and can be selected by moving the gear lever from 'D' to the '+'/'-' selector track.
• In this case the gears are selected directly by the driver in sequence either through the gear shift lever or steering wheel paddles (Active Shifting) integral with the steering column.
When the driver users the gear lever he will find himself acting like the Maserati racing driver in the cockpit of the MC12: pulling the lever towards himself, the driver will shift up, pushing it away will select a lower ratio, following the body's movements in acceleration and braking.
The driver can at any time change from using the lever to the steering wheel paddles (leaving the gear lever in the '+'/'-' track).
The steering wheel paddles adopted by Maserati differ from other systems used by its competitors due to their elongated form and ergonomic position (integral with the steering column); using the gear shift paddles allows the driver to keep his hands on the wheel: gearshifts take place with a simple flick of the fingers, which ensures greater safety, particularly on very winding roads, but also greater driving enjoyment.
In order to ensure driving safety and maintain mechanical reliability Manual Mode automatically changes to the next gear when maximum engine revs are reached and at the same time automatically shifts to avoid under-running.
The electronic kick-down may be activated at any time by pressing the throttle right down either in Auto or Manual mode so that it is always possible to easily disengage in situations requiring maximum engine response.
Transmission
The lay-out of the transmission is completed with the hydraulic transmission in the front in unit with the engine, drive shaft articulated into two sections which transmits the drive to the wheels through a self-locking differential (with lock percentages: 25% in traction, 45% in release) which limits slip and always ensures adequate traction control.
Steering
Steering diameter (from pavement to pavement): 10,7 m
Suspension
The chassis of the Maserati GranTurismo features front and rear wishbone suspensions with forged aluminum hubs and arms in order to ensure a reduction in the unhung masses.
The suspensions layout benefits from 'Antidive' (prevents the front pitching down when braking) and 'Antisquat' geometry (prevents the rear pitching down when accelerating).
The fixed rate standard steel dampers feature damping that represents the right compromise between handling and on-board comfort.
For anyone unwilling to make compromises the Maserati GranTurismo may be fitted on request with aluminum gas dampers which use the Skyhook system for automatic continuous damping control and thus ensure that any surface unevenness is absorbed and the highest level of comfort guaranteed without penalizing performance and sportiness.
Wheels and tires
19' diameter wheels in light alloy; front 8.5J x 19, H2 profile, rear 10.5J x 19 H2 profile.
Front tires 245/40 R19, rear 285/40 R19.
Optional: 20' diameter wheels in light alloy; front 8.5J x 20, H2 profile rear 10.5J x 20 H2 profile.
Tires front 245/35 R20, rear 285/35 R20.
Braking System
The Brembo braking system installed on the Maserati GranTurismo consists of 4 ventilated discs (front Ø 330 mm x 32 mm, rear Ø 330 mm x 28 mm) with 4-piston calipers at the front and rear.
Stopping distance: 100 km/h - 0: 35 m
Average deceleration in g: 1.24 g
http://www.conceptcarz.com/vehicle/default.aspx?carID=13259
Some highlights:
Market and Competitors
Maserati has a long-established tradition at the high end segment (>€90,000 incl. VAT) of the high-performance coupés (2+2/4 seaters). The target segment for the Maserati GranTurismo is above 30,000 units (year 2006, 8 main markets: USA, I, D, CH, F, UK, J, AUS), is mature in terms of product offering and is expected to grow in the next few years as a result of the entry of new competitors up to a maximum level of 37,000/38,000 vehicle registrations (years 2008-2011).
With the new Maserati GranTurismo, Maserati is expanding its presence in the segment: whilst the GranSport, in fact, continues to dominate the market sector represented by models up to 4.5 meters long and costing up to €100,000 (Italy – VAT included), the new Maserati GranTurismo falls within the competitive panorama represented by coupé models with a length of more than 4.7 meters priced between €90,000 and €130,000 (Italy – VAT included).
The Maserati GranTurismo therefore sees itself as a real alternative to its most solid competitors (BMW 650Ci, Mercedes CL500, Jaguar XK8/XKR, Aston Martin V8 Vantage) and, as such, must be considered a model for winning over new customers.
Driving Emotion – Engine
The heart of the Maserati GranTurismo is the 4,244 cc 90° V8 which belongs to the new generation of Maserati power units, having been designed for the first application at the start of 2007 on the Maserati Quattroporte's automatic gearbox versions at the beginning of the year.
The basic technical options for these new engines have been designed to ensure high specific power and rapid rise and fall in engine revs typical of competition engines, but with particular attention to fuel consumption, smooth running and silent operation.
The V8 adopted for the Maserati GranTurismo has been especially fine tuned compared to the engine fitted to the Quattroporte's automatic versions in order to enhance its responsiveness to the throttle controls. In this configuration it delivers maximum power of 405 HP at 7,100 revs (specific power of 96.4 HP/Liter) and maximum torque of 460 Nm at 4,750 revs, of which 75% is already available at 2,500 revs.
Compact and light (180Kg), the short stroke engine (bore 92 mm – stroke 79.8 mm) incorporates a crankcase and cylinder heads (with head cover in Maserati Blue) made of aluminum silicon alloy, hardened forged steel crankshaft and 5 main bearings.
The timing has twin chain-driven overhead camshafts per bank; four valves per cylinder controlled by hydraulic tappets. The camshafts on the intake side are fitted with a low pressure continuous phase variator, with complete actuation times of less than 0.15 seconds.
The lubrication system features a wet sump where the engine oil is collected in a sump integral with the crankcase and circulated by a single oil bath pump. This solution replaces the dry sump fitted on the previous family of engines, reducing the number of pumps and resulting in a noticeable reduction in operating noise to the benefit of acoustic comfort on board.
The ignition and injection systems are integrated, with features that detect operating malfunctions within the engine control system and ensure that emission control regulations are met. The electronic control units (ECU) dialogue with the other systems through a CAN line (Controlled Area Network) to optimize engine management.
The accelerator is electronic drive by wire, with a particularly driven operating logic: small angles or pressure on the accelerator pedal correspond to more than proportional throttle opening angles which translates into an immediate response to even the slightest accelerator pressure: for example, 40% of pressure on the accelerator pedal is the equivalent of 70% of throttle valve opening, which increases up to 100% in Sport mode (selected through the Sport button).
The V8 is connected to a stainless steel exhaust system which uses metallic catalyzers rather than those made of ceramic material: the use of this racing-derived technology means that the density of the cells can be reduced which translates into a reduction in the section resistant to the flow of gases and hence less exhaust backpressure; this means that the Maserati customer can get behind the wheel of a car that meets the most stringent anti-pollution laws, without having to compromise in terms of performance.
The exhaust system on the Maserati GranTurismo has also been designed to thrill the driver with its distinctive resonance which, although never intrusive inside or outside the cabin, can provide the enthusiast with a deep feisty growl, at times metallic in tone, issuing from the four attractive large-section chrome tailpipes.
Driving Emotion – Automatic transmission with hydraulic torque converter
The new 6-speed automatic transmission (ZF 6HP26) has been designed to offer smooth and easy driving, without changing the sporty behavior of the Maserati V8.
The new hydraulic transmission exalts the Maserati V8 into the low/medium range, and does not limit the power at high revs, allowing really sporty gear changes up to 7,200 revs (a limit not achieved by the other cars in the target segment).
The ratios have been chosen so as to allow the Maserati GranTurismo to obtain excellent acceleration times (0-100 Km/h in 5.2 seconds) and at the same time to reduce fuel consumption and interior noise levels at high speeds.
The automatic transmission is fitted with auto-adaptive control which adapts the type of change to driving style and driving conditions: the driver can choose from four different operating modes: Auto Normal, Auto Sport (selected using the Sport button), Low Grip/Auto Ice (selected through the Ice button) and Manual (selected by moving the selector lever from 'D' to the special track).
There are two different types of change for each of the Auto Normal and Auto Sport driving modes. These are selected automatically by the transmission/engine control system based on the driver's style of driving (detected through the accelerator pedal and lateral and longitudinal acceleration intensity) and the road gradient.
Auto Normal Mode:
• With normal driving style (low lateral and longitudinal acceleration) the gear-change maps are set to obtain maximum traveling comfort. Changing to a higher gear is required as soon as possible in order to obtain the lowest level of vibrations and acoustic return from the engine. The gear shifts are managed so that comfort is not put at risk.
• With sporty driving style: if a sportier driving style is recognized in Auto Normal mode the 'UP' shifts are moved to a higher number of engine revs; this reduces the number of changes and makes available more engine torque which reduces the need to shift up a gear.
Auto Sport Mode:
• With a normal driving style with no lateral and/or longitudinal accelerations a lower gear is engaged than in the corresponding Auto Normal situation; this makes the transmission feel sportier, with only the slightest deterioration in acoustic comfort.
• With a sporty driving style the gear shifts are moved to much higher engine speeds and the changes induced by braking are calibrated to guarantee the lowest gear before a bend so as to maximize control going into the bend and engine torque on leaving it. This mode is designed for high speed driving conditions or on highly driven roads with a lot of bends.
As well as changing the gear shift logic, selecting the Sport button also activates the sport mode for:
• Stability control operation (MSP)
• Electronic control suspension setting (Skyhook), available on request
When in Auto mode, the driver can shift quickly (for example to overtake quickly) by changing temporarily to manual mode by operating the steering wheel paddles; the transmission control system recognizes the driving condition, carries out the gear change requested and then returns to automatic mode.
Auto Ice Mode:
When the driver requests the ICE mode Sport mode is deactivated automatically (if it was on) and the stability control restored (if previously deactivated); first gear is not engaged to reduce the maximum torque at the wheel and gear changes can take place at a maximum of 3,000 engine revs.
Manual Mode:
• Manual Mode is available for maximum driving enjoyment and can be selected by moving the gear lever from 'D' to the '+'/'-' selector track.
• In this case the gears are selected directly by the driver in sequence either through the gear shift lever or steering wheel paddles (Active Shifting) integral with the steering column.
When the driver users the gear lever he will find himself acting like the Maserati racing driver in the cockpit of the MC12: pulling the lever towards himself, the driver will shift up, pushing it away will select a lower ratio, following the body's movements in acceleration and braking.
The driver can at any time change from using the lever to the steering wheel paddles (leaving the gear lever in the '+'/'-' track).
The steering wheel paddles adopted by Maserati differ from other systems used by its competitors due to their elongated form and ergonomic position (integral with the steering column); using the gear shift paddles allows the driver to keep his hands on the wheel: gearshifts take place with a simple flick of the fingers, which ensures greater safety, particularly on very winding roads, but also greater driving enjoyment.
In order to ensure driving safety and maintain mechanical reliability Manual Mode automatically changes to the next gear when maximum engine revs are reached and at the same time automatically shifts to avoid under-running.
The electronic kick-down may be activated at any time by pressing the throttle right down either in Auto or Manual mode so that it is always possible to easily disengage in situations requiring maximum engine response.
Transmission
The lay-out of the transmission is completed with the hydraulic transmission in the front in unit with the engine, drive shaft articulated into two sections which transmits the drive to the wheels through a self-locking differential (with lock percentages: 25% in traction, 45% in release) which limits slip and always ensures adequate traction control.
Steering
Steering diameter (from pavement to pavement): 10,7 m
Suspension
The chassis of the Maserati GranTurismo features front and rear wishbone suspensions with forged aluminum hubs and arms in order to ensure a reduction in the unhung masses.
The suspensions layout benefits from 'Antidive' (prevents the front pitching down when braking) and 'Antisquat' geometry (prevents the rear pitching down when accelerating).
The fixed rate standard steel dampers feature damping that represents the right compromise between handling and on-board comfort.
For anyone unwilling to make compromises the Maserati GranTurismo may be fitted on request with aluminum gas dampers which use the Skyhook system for automatic continuous damping control and thus ensure that any surface unevenness is absorbed and the highest level of comfort guaranteed without penalizing performance and sportiness.
Wheels and tires
19' diameter wheels in light alloy; front 8.5J x 19, H2 profile, rear 10.5J x 19 H2 profile.
Front tires 245/40 R19, rear 285/40 R19.
Optional: 20' diameter wheels in light alloy; front 8.5J x 20, H2 profile rear 10.5J x 20 H2 profile.
Tires front 245/35 R20, rear 285/35 R20.
Braking System
The Brembo braking system installed on the Maserati GranTurismo consists of 4 ventilated discs (front Ø 330 mm x 32 mm, rear Ø 330 mm x 28 mm) with 4-piston calipers at the front and rear.
Stopping distance: 100 km/h - 0: 35 m
Average deceleration in g: 1.24 g
PanterroR
Lap Time Luminary
- Messages
- 21,864
Damn right! Hell no to wood in this car...
Well, nothing is perfect, right James?
- Messages
- 14,878
- Name
- Derek
2008 Maserati GranTurismo Coupe at NYICS.
http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_01.html#http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_02.html#
http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_03.html#http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_04.html#
http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_01.html#http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_02.html#
http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_03.html#http://www.automobilemag.com/auto_s...08_maserati_gran_turismo_coupe/photo_04.html#
Zafiro
Supreme Roadmaster
- Messages
- 30,820
Mr. M
Tire Trailblazer
- Messages
- 6,803
You guys have to take a look at the 'Excitement' section of the website which was recently completed and uploaded... It has videos of the GranT on the track, as well as sound clips of the V8. My god after seeing real life pictures and the car on the move I'm 100% sold this car is beautiful. From press pictures you don't really see the shoulder line of the car properly... IRL, it looks just great, very elegant and muscular. Very much like the 599. A disappointment from the computer but stunning in person.
Zafiro
Supreme Roadmaster
- Messages
- 30,820
Maserati GranTurismo priced at $95K
At the Chicago Auto Show, Maserati PR man Jeffrey Ehoodin said "We are not an exotic." In case that didn't get the message across, Maserati has put its money where its mouth is, pricing the new GranTurismo at $95,000. That slots the Maser in above the Jaguar XKR convertible and below the BMW M6 Coupe and Mercedes CL.
Maserati discovered that people thought their cars were as expensive as DB9's and Continental GT's. That's great for the prestige stakes, but awful for the bottom line. The GranTurismo is, in fact, $18K cheaper than the cheapest Aston Martin, the V8 Vantage. Though the Maserati is short 15 hp to and .7 seconds slower to 60 than the XKR, what you get instead is a rolling sculpture designed by the man who penned the 599, usable rear seats, and the Maserati cachet that everyone else seems to think costs so much. And even though you don't see too many XKR's on the road, you're guaranteed to see even few GranTurismos -- if you're into that sort of thing. To all those folks who wanted Maserati's but thought they couldn't afford one, when the car arrives in June, you can come on in from the cold.
[Source: eGM Car Tech]
At the Chicago Auto Show, Maserati PR man Jeffrey Ehoodin said "We are not an exotic." In case that didn't get the message across, Maserati has put its money where its mouth is, pricing the new GranTurismo at $95,000. That slots the Maser in above the Jaguar XKR convertible and below the BMW M6 Coupe and Mercedes CL.
Maserati discovered that people thought their cars were as expensive as DB9's and Continental GT's. That's great for the prestige stakes, but awful for the bottom line. The GranTurismo is, in fact, $18K cheaper than the cheapest Aston Martin, the V8 Vantage. Though the Maserati is short 15 hp to and .7 seconds slower to 60 than the XKR, what you get instead is a rolling sculpture designed by the man who penned the 599, usable rear seats, and the Maserati cachet that everyone else seems to think costs so much. And even though you don't see too many XKR's on the road, you're guaranteed to see even few GranTurismos -- if you're into that sort of thing. To all those folks who wanted Maserati's but thought they couldn't afford one, when the car arrives in June, you can come on in from the cold.
[Source: eGM Car Tech]
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- Name
- Marcus
Very smart price. The Maser is no doubt sportier than a non-AMG CL and likely a close match for the M6. When I first read that they were going to price this car at 130K I thought they were nuts, 95K is just right. Right in the middle of the German luxury GTs.
M
M
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Maserati
Maserati S.p.A. is an Italian luxury vehicle manufacturer. Established on 1 December 1914
in Bologna, Italy, the company's headquarters are now in Modena, Italy. The company has been
owned by Stellantis since 2021.
Official website: Maserati
Official website: Maserati
