Launched

Wheels Magazine
May, 2007

Theoretically, the Maserati Quattroporte has always been an Italian alternative to the big Germans that rule the world of full-sized performance luxury cars. Realistically, it has been let down by a fidgety, jerky manual gearbox with an automatic clutch that has stood in the way of the refinement expected from a $260,000-odd sedan.

Until now that is, because a real auto - that's one with a torque converter - has been wedged into Maserati's flagship. It might sound like an easy retro-fit but it has involved plenty of re-engineering. That's because the Quattroporte's original transmission was via a rear-mounted transaxle. The new gearbox mounts in a conventional position behind the Ferrari-supplied 4.2-litre V8, achieved without widening the transmission tunnel (or, conversely, narrowing the front footwells), and while the engine itself has switched from dry to wet-sump lubrication, the complex redesign of the Quattroporte's guts has been achieved with remarkable lack of compromise.

Weight distribution has gone from a rear-biased 47:53 to a more balanced 49:51 front/rear and kerb weight has risen 20kg to a surprisingly hefty 1,990kg. The V8 itself has been retuned to drop peak revs so the torque converter doesn't spin so hard. The bonus is more torque, with 460Nm (up 10Nm) arriving 250rpm lower in the rev range at 4250rpm. Performance has dropped slightly, with Maserati claiming 5.6 seconds to 100km/h compared with 5.2sec for the sequential manual, which will still be offered on the Sport GT model.

The ZF six-speed has certainly made driving a much less frustrating and more effortless experience. The auto works brilliantly in drive mode, changine efficiently and smoothly hanging onto a gear between corners when it senses intent of purpose from the driver.

The extra refinement adds to the beguiling charm of the Quattroporte. The engine might not match the capacity of the latest Mercedes AMG models, but it barks at full throttle, moans on the over-run and has an astounding amount of top-end urge. The ride might be more solid than expected from a supposed luxury car, even if suspension rates have been softened slightly. But then, the light and accurate steering, massive rear grip and general eagerness to attack corners also sets the Quattroporte apart.

But all is not rosy with the car's packaging: the interior looks luxurious enough, but rear leg room is ample rather than extraordinary, and the boot is still too small for the car's size.

Maserati has always claimed the Quattroporte represents a real alternative for the driver seeking greater individuality than the obvious German alternatives can provide. Now that the drivetrain has been sorted to provide real refinement while barely harming the performance, it means Italian appassionata is available in a four-door package with much less compromise.

The auto
Development of the ZF auto wasn't just for the sake of the Quattroporte, even if the sedan takes 65 percent of Maserati sales and spearheads the company's charge into higher sales territory. The same platform is under the recently announced GranTurismo and making an auto available in that large coupe was seen as vital. Hence the effort that went into eradicating the transaxle.