The 2005 GranSport - Staying Ahead of the Curve
Genesis of the four-seater super sports, for road and track

Maserati's GranSport was a head-turning, thrill-delivering, assumption-busting sports car when introduced in 2005 to rave accolades from the motoring press.  Perhaps the most prized of recent pre-owned Maseratis, it is worth reflecting closely on the GranSport's development and capabilities. 

When the Maserati Coupe was unveiled in 1998, it proved an automotive sensation. The body was sleek, low and curvaceous, a break from the angular shapes which had dominated the eighties and nineties. Styled by Giugiaro, it looked simultaneously flowing, powerful and feminine; unusually in the sports coupe segment, it had two usable rear seats. The iron fist clad in this velvet glove was actually an aluminum one, a 3.2-liter V8, with a turbocharger for each bank. The 368 hp it put out was enough to give the Coupe a top speed of 174mph, covering the sprint to 60mph in a shade over 5 seconds.

There were some significant changes by the time the car was introduced to North America – firstly, the engine was  now a very torquey 4.2-liter naturally aspirated V8 delivering even more power, which added a few more mph to the top speed. There was also the introduction of the Cambiocorsa transmission – derived from Formula One racing technology, Cambiocorsa used a conventional six-speed gearbox and clutch, hydraulically actuated and controlled by computers. The transmission was also at the rear of the car, forming a transaxle – more weight over the rear wheels translates to better grip and greater steering feel.

The Coupe offered startling performance – both acceleration and top speed were enough to see it past the Porsche 911 Carrera, and it could even beat the high tech Japanese supercar of the time which had itself been very favorably compared to contemporary Ferraris: the Acura NSX. The Maserati was vastly more practical, however, with its four usable seats and trunk space. But the engineers at Maserati weren’t satisfied, so they worked on improving it even further. The resulting car, the GranSport, broke cover in 2005 – and it proved that all their work had been to good effect. The engine was largely unchanged; it was already an extremely efficient unit. Reducing internal friction and changes to the intake manifold, together with a sports exhaust, took power up to 400 hp, enabling the GranSport to go from 0-60mph in a possibly conservative 4.8 seconds and on to 180mph.

The GranSport used the same bodyshell as the Coupe, with some changes to improve aerodynamic efficiency. At the front the splitter was larger, while side skirts and a small spoiler on the lip of the trunk showed the benefit of long hours spent in the wind tunnel. In combination with the Skyhook suspension lowered by almost half an inch, the changes reduced both drag and high-speed lift. To emphasize the more aggressive stance the front and rear grilles were chrome wire-mesh, while the 19” wheels wore low-profile Pirelli tires and the Brembo ventilated brake discs were cross-drilled.

Inside the cabin there was no danger of confusing the GranSport with the Coupe. The steering wheel and the console between the front seats were crafted from carbon fiber, while an innovative new fabric material, BrighTex, was used for parts of the dashboard and other trim areas as well as on the seats, taking advantage of its high-grip and breathable properties. Full leather was optional for clients looking for a more traditional look.  The front seats offered more lateral support than in the Coupe, and the whole cockpit was unmistakably more sporting and yet undeniably luxurious.

The GranSport was met with acclaim, its performance and handling much appreciated. And then there was the exhaust note: the rear boxes of the GranSport’s exhaust system are fitted with pneumatic valves which open automatically above 4,000 rpm – and pressing the Sport button keeps them open all the time, along with stiffening the Skyhook suspension and speeding up the Cambiocorsa gearchanges. “The combination of 400 hp, a lightning-quick F1 shifter, active suspension components and a satisfying V8 rumble prove nothing short of magical,” was the verdict of Edmunds.com. “Unlike so many exotics that impress you with their size almost as much as their performance, the easily managed Maserati doesn't intimidate you while you're driving it. Flinging the GranSport through corners is an absolute joy, with throttle, brakes and steering inputs working with each other to slingshot the car between apexes.”

Driving the car north of Parma, in Italy, evo magazine also found the changes had lifted the GranSport to a higher plane. “These are difficult roads, mainly second- and third-gear, throwing up complex sequences of corners thick and fast, and the Maserati is devouring them with a seemingly insatiable appetite. The whole car is working hard but feels as if it has plenty still in reserve. The front end slices for the apex accurately and keenly and it takes a really early throttle to get the traction control warning light flickering - mostly the GranSport simply digs in and goes… Despite our hurry, the GranSport never loses its cool. At the pace we're maintaining I could imagine a Mini bouncing like a pogo stick and a Jaguar XJR running short of answers, while an Aston DB9 would be all at sea. It's not the sort of drive you'd expect a GT to relish but the GranSport is quite unfazed by it all. Stability control rarely intervenes.”

We were fortunate to have the opportunity to drive a GranSport down the Pacific Coast Highway in 2005. It was a wonderful trip, but our car had a significant problem: the color. With its aerodynamic tweaks and 19” wheels, the GranSport turns heads wherever it goes; in Giallo Granturismo – grand touring yellow – it  positively shouts its presence. And with the Pacific Coast Highway being a magnet for drivers who relish its twists, turns and inclines, the California Highway Patrol can often be found there. While we were careful not to let our enthusiasm get the better of us, we were always aware that, especially in bright yellow, the Maserati looked fast even when parked.

The GranSport is a terrific car to drive; on the road, its limits are so high as to be irrelevant. It would take an exceptionally brave or foolish driver to explore those limits outside a racetrack. What those stratospheric limits do is give an overwhelming sense of security, the feeling that no matter what the road did, the Maserati would take it in its stride. We tried some deliberately ham-fisted moves to try to unsettle it, but it remained calm and composed. Cornering was a joy, the Skyhook suspension –  stiffened in Sport mode – keeping the car flat and stable, allowing us to get on the throttle early and enjoy that glorious exhaust note.

In the previous issue we brought you an interview with GranSport owner GranSport owner Dr Bruce Levin – throughout our time with him, his love for the car shone through. The GranSport inspires real fervor in its owners, who find themselves bewitched by the combination of drop-dead gorgeous looks, sublime performance and tremendous handling. One owner described it as delivering “90% of what you buy a Ferrari for, at a third of the price”. The passion it arouses, combined with the exclusivity of the Trident marque, keep the GranSport a rarity in the pre-owned market; contact your local authorized Maserati dealer to see how they can help you acquire what is already becoming a heralded classic.

We will leave the last word to evo magazine: “The GranSport isn't just the car that keen drivers like us have always wished the Maserati was, it's now a GT that has the measure of the Jaguar XJR and BMW 645i. And even if I was considering a 911, the stylish and much rarer Maser would be very tempting. New 997 Carrera S versus GranSport? That's a twin-test whose conclusion I wouldn't put money on, and you could add Aston's forthcoming AMV8, which is expected to be similar money. The Maserati really is that good, and after six years it's a pleasure to be able to write it.”