Maserati has a problem in America. Wealthy buyers walk past the trident logo. They reach for Porsche or Mercedes instead. The brand struggles with recognition. It fights for relevance in a crowded luxury segment. But the 2027 update might change that. At least for the GranCabrio.
This car sits in a tricky spot. The Grecale SUV moves the volume units. The MCPura supercar grabs the headlines and the $300k checks. The GranCabrio? It fills the gap. It costs between $160,000 and $180,000. It targets drivers who want speed but also comfort. We drove the 2027 model in northern Italy. Here is what actually matters.
How the 2027 Maserati Trofeo Engine Compares to the Base Model
The heart of this machine is the Nettuno engine. A twin-turbo 3.0-liter V-6. It powers every gas Maserati on sale. The base model makes 483 horsepower. Respectable. But we drove the Trofeo trim. That figure jumps to 582 horsepower. Up 40 ponies from last year.
It goes fast. But the sound matters more. The old V-8 had a baritone rumble that purists loved. The V-6 is different. Sharper. Higher-pitched. Delightful, even. The 2027 Trofeo adds an active sport exhaust. It amplifies the noise when you step on it.
Is it as good as the old eight? Maybe not for everyone. But it has character. It doesn’t just hum. It sings.
“The V-6 has a delightful character all of its own, and the active sport exhaust enhances the sound further.”
Which Driving Mode Offers the Best Balance for Grand Touring
Handling is balanced. It walks the line between sporty and plush. We tested it on Italian roads. Some patches were pockmarked. Rougher than you expect in Tuscany.
In GT mode, the ride was soft. It soaked up imperfections nicely. Switch to Sport or Corsa and the chassis firms up. You feel more bumps. But it never felt harsh. Just alert.
Sport mode is the sweet spot. It adds weight to the steering. It stiffens the adaptive dampers. The throttle response tightens. With the top up? It feels like a Bentley Continental GTC. With the top down? It feels like freedom. And it costs significantly less than the Bentley. That’s a hard sell to ignore.
Where the 2027 Interior Design Succeeds and Fails
The materials are fine. Leather, aluminum, elegant stitching. Build quality has improved. This isn’t the Maserati of old. The seats support you well. Long drives aren’t painful. But there are omissions. No massage function. No thigh extensions for long legs. Small things? Maybe. But they add up.
Visibility is split. Forward view? Great. Clear. Unobstructed. Rear view? Obscured by the tall deck that houses the convertible top. You need to check your mirrors often. It takes getting used to.
The center stack has issues. The new drive-selector buttons look better than the plastic ones they replaced. Metallic. Substantial. But the mechanism is weird. Press one, and the whole array moves. It’s a low point in an otherwise premium cabin.
Then there is the climate control panel. It’s a touchscreen. Below the infotainment display. It fails in direct sunlight. Glare makes it unreadable. Worse, it’s easy to hit accidentally when shifting from Drive to Reverse. And the convertible top control lives there too.
To lower the top, you swipe and hold an on-screen icon. It’s fussy. It’s dangerous in traffic. Don’t do it while rolling. Stop. Then lower it. With the roof down, wind noise is controlled. Your hat stays on. Your hair? That’s another story. It will get ruffled.
Is the 2027 Refresh Enough to Change Buyer Behavior
The changes are minor. A tweaked front fascia. A new digital clock. Better buttons. A louder exhaust. It’s a light refresh. It won’t convert Porsche loyalists overnight.
But the car works. It nails its grand-touring mission. It blends luxury with performance. The Trofeo trim justifies the price if you can hear the exhaust note.
Will the market come around? Maybe. Maybe not. For now, the GranCabrio remains an “if-you-know-you-know” choice. It’s for those who don’t need the badge to be recognized. They just need the car to be right.
Which, in the end, it is.
