2023 Maserati Grecale Trofeo Review

How much are you willing to spend on a burger?

Now, before the Italian PR folks put me on the black list quicker than you can say sfogliatella, I’m not calling the 2023 Maserati Grecale Trofeo a four-wheeled Big Mac. A Shake Shack Smoke Shack doesn’t even accurately frame this truly tasty, 523-horsepower slab of manzo.

But the compact SUV, as a segment, must be the burger of the automotive world, right? Everyone offers one. The Grecale is the Trident brand’s much-needed entrant into the class, slotting in just below the Levante as the “entry” model of the Maserati lineup. With a supercar-sourced turbo V6 heart, the Trofeo takes aim at the BMW X3 M, Porsche Macan GTS, and even its sibling the Alfa Romeo Stelvio Quadrifoglio. A week with the greatest Grecale confirmed its star power, but like the 777 Burger at Le Burger Brasserie, a double-take price tag threatens to overshadow whatever the knockout ingredients it may possess.

Only the whole Grecale lineup. Maserati has borrowed parent company Stellantis’ Giorgio platform, put it through the taffy stretch, and plunked its own bodywork on top. Wheelbase and length are both up, making for one of the more spacious offerings in this class. (It also raises the question of just how necessary the only slightly larger Levante now is, but I digress.) The design ditches the furrowed-brow look of big brother for a smilier, MC20-aping face. A concave grille, sculpted hood, and characteristic portholes keep the Grecale in step with the rest of the family, however. Pretty 21-inch alloy wheels come shod in standard summer rubber. In this tester’s appropriately-named Blu Intenso metallic paint, the Grecale looks ace, striking a fine balance between upright practicality and hunkered-down intention.

Well, except from the rear. Cover up the Maserati badge and this could be just about anything. The simple taillights and connecting filet of chrome give big Jaguar vibes, and the general tailgate shape is Macan. Its an anonymous back-end, though I appreciate the pair of big, actual exhaust tips poking out of the bumper.

Those sizeable pipes sing a strident song courtesy of the Nettuno V6 nestled up front. A detuned version of the 3.0-liter turbocharged V6 found amidship the MC20 supercar, this engine produces a serious 523 horsepower and 457 pound-feet of torque. Lesser models use a mild-hybrid turbo-four setup, and an upcoming Folgore ditches the dino juice entirely for pure electric power. A smooth, ZF-sourced eight-speed automatic doles out power via a standard all-wheel drive setup.

The Giorgio platform is an excellent foundation for an enthusiast-oriented SUV. We know this from the Alfa Romeo Stelvio Quadrifoglio, a fun, feelsome model that’s more oversized hot hatch than spirited SUV. First impressions in the Grecale are pleasantly familiar, yet different: sharp turn-in, solid steering weight, and a tight, well-damped ride. There is a consistency here that makes it easy to quickly gel with the latest Maser. A chunky C-pillar, capable of obscuring entire cars on the highway, is the only real complaint from behind the steering wheel.

The first exploratory stab of the throttle confirms the Grecale means business, too. The Nettuno V6 has virtually zero turbo lag, laddling on the power early and often. The torque bias is clearly rearward, and it only gets more pronounced as one cycles through the drive modes. Move into the most extreme Corsa mode and you’ll unlock launch control. Maserati quotes a 0–60 mph (0–96 km/h) time of just 3.6 seconds, and even our winter-tired tester felt capable of that quickness. The eight-speed auto never misses a beat, matching its shift speed and intensity to the selected drive mode. In the sportier modes, an exhaust valve unlocks an extra bit of aural satisfaction, too.

Corsa is too stiff for everyday driving, however; dial it back one to Sport and the Grecale is both supple and taut. This SUV rides with a sophisticated air, no doubt thanks to its, well, air suspension. This also allows the Grecale to get up on its tip-toes, if for some reason you’ve decided to take your hi-po SUV to the local trail. No, I didn’t try that. Here’s another U bit of this SUV’s makeup: a maximum towing capacity of 5,516 pound (2,502 kilogram).

The Trofeo stops as well as it goes and turns, with powerful ventilated discs clamped by six-piston calipers up front and four-piston items out back. The brake pedal is firm and easy to modulate.

I’d never call a Maserati thrifty at the pumps, but the Trofeo is above average for the class. Officially it scores 20 mpg combined (11.6 L/100 km), beating out the competition. I did not match those numbers during our week—it was just too fun. Not sorry.

The Grecale’s cabin is satisfyingly supple place to spend time. The 14-way power-adjustable front seats are well-bolstered on account of its athletic abilities, but they’re still easy to get into, and easy to spend hours in. The stretched dimensions make the second row a perfectly happy place for adults, too. The seats aren’t as bolstered here, but there’s ample legroom and a large pano sunroof for extra natural light.

Naturally, only the finest and fittest cows provided their hides for the Grecale’s cabin. What isn’t former bovine is (actual!) carbon fiber, Alcantara, or contrast stitching, in a flash of giallo to match those brake calipers. It feels bespoke, banishing the FCA-sourced parts found in its aging siblings to the bin they belong in. The Italians have also swapped out door handles for electronic buttons, which causes much consternation in our household. Maserati didn’t ditch all tradition, though: the top-mount clock remains, even if it’s now digital.

The steering wheel is a joy to hold: just the right size and thickness, and gently squished at six-o’clock. The mounted drive mode selector and start button give it a proper sense of occasion—as do the huge, column-mounted aluminum shift paddles. Cool to the touch and with lots of travel, the paddles are a tactile delight, even if they can get in the way of the stalks.

There isn’t a whole lot of storage space: just 20 cubic feet (570 liters) with the 40/20/40-folding second row up. This tester gets the optional rails with their movable tie-downs, too.

It’s time for a different sort of burger. The one teachers love: a compliment burger.

Adopting Maserati Intelligent Assistant is a great move for the Grecale. The user interface on the 12.3-inch upper touchscreen is easy to learn, almost completely lag-free, and allows for plenty of customization. Owners can set up multiple profiles, which save details like favorite radio stations and seat settings, and are able to pair two mobile devices simultaneously. Wireless Apple CarPlay and Android Auto are both standard.

The digitization has created whole new problems, however. Let’s start with the push-button shift controls. Not only are they laid out in an unintuitive manner—a row, so you have to reach across to shift into Drive—but these buttons don’t always actuate. Or even most of the time; my success rate was about 60 percent. Unless I poked the very center of each button with the subtlety of the Hulk, actions like parallel parking and three-point turns became drawn-out waiting games.

Then there are the odd little ergonomic quirks. Even the headlight controls are now part of the lower touchscreen, but you’d never guess given the icon looks like an overhead light. Be prepared to tap-tap-tap when adjusting the climate or volume, too.

But hey, that 21-speaker Sonus Faber sound system is bangin’. Same goes for the fully digital instrument panel, which provides the necessary theater as the driver flits between drive modes. The adaptive cruise control works as advertised, smoothly keeping the Grecale properly spaced in its lane. The head-up display may not be the most advanced out there, but it’s crisp, easy to read, and always useful.

And now the toughest hurdle for the Grecale Trofeo: price.

Picking up this Nettuno-endowed high-rider requires the princely sum of $106,995 ($131,700 CAD), after destination. Even at this six-figure level, buyers must drop more cash if they want things like a head-up display or wireless charging pad ($1,100 / $1,400 CAD). Heated steering wheel? Part of a $4,200 ($5,300 CAD) package that also adds heated rear seats, ventilated fronts, heated windshield washer nozzles, and the admittedly excellent Sonus sound system. But even things as common as lane keeping or adaptive cruise control require a checked box; features standard on cars costing a fifth of this. The 360-degree camera is its own added-cost option, too. Final tally? A startling $119,695 ($147,800 CAD).

Just to reinforce the message: the 2023 Maserati Grecale Trofeo is so, so pricey. Pricey like a $777 burger, where you can’t quite place how that number even came to be. For some, especially in the luxury world, that’s a major part of the appeal, logic be damned.

But a supercar-engined SUV isn’t about being logical. Any model that starts in the six-figure range simply can’t be. What the Grecale does well is continue the momentum of Maserati’s MC20-driven rebirth, pushing the brand up into a new space. Touch control foibles aside, this is a classy vehicle, with a grown-up ride that can quickly shift to youthful enthusiasm when the time comes.

FAQs

How much does the 2023 Maserati Grecale Trofeo cost?

The 2023 Maserati Grecale Trofeo rings up at $106,995 ($131,700 CAD) before options but after destination.

What is the top speed of the 2023 Maserati Grecale Trofeo? 

Provided you’ve got the space—say, on a track—the Trofeo will run to 177 mph (285 km/h).

Does the 2023 Maserati Grecale Trofeo have a Ferrari engine?

No it does not; it has the first clean-sheet Maserati engine in over 20 years, the Nettuno.