Maserati

3.0L twin-turbo V6 with 345hp (base). 3.0L twin-turbo V6 with 424hp (S). 3.0L diesel V6 with 275hp. 3.8L twin-turbo V8 Trofeo with 580hp. 8-speed automatic (ZF). RWD standard. Q4 AWD optional. 4971mm length. Wheelbase 2998mm. Weight 1810kg. 0-60 mph in 4.3 seconds (Trofeo). Ferrari-built engines. Italian sports sedan. Skyhook suspension. Harman Kardon audio. Touch screen infotainment.

4.2L V8 with 400hp. 4.7L V8 GTS with 440hp. Sport GT S with 440hp. 6-speed automated manual. 6-speed automatic later. RWD. 5097mm length. Wheelbase 3064mm. Weight 1930kg. 0-60 mph in 5.1 seconds (GTS). Pininfarina design. Ferrari V8 engines. Executive four-door GT. Sport and Executive trims. DuoSelect transmission.

3.0L twin-turbo V6 with 404hp. 3.0L diesel V6 with 275hp. 3.8L twin-turbo V8 GTS with 523hp. Trofeo with 580hp. 8-speed automatic (ZF). RWD standard. Q4 AWD available. 5262mm length. Wheelbase 3171mm. Weight 1900kg. 0-60 mph in 4.2 seconds (Trofeo). Larger and more luxurious. Air suspension option. Touch screen. Bowers & Wilkins audio. V8 by Ferrari. Luxury positioning emphasis.

4.2L V8 with 405hp. 4.7L V8 with 440hp. MC Stradale with 450hp. MC Stradale 2013 with 460hp. 6-speed automated manual. 6-speed automatic. RWD. 4881mm length. Wheelbase 2942mm. Weight 1880kg. 0-60 mph in 4.5 seconds (MC Stradale). Pininfarina design masterpiece. Ferrari-built engine. 2+2 seating. GranCabrio convertible. MC Stradale lightweight. Longest production run in segment.

3.0L twin-turbo V6 Nettuno with 483hp. Trofeo with 542hp. Folgore electric with 750hp and 995 lb-ft. 8-speed automatic. RWD (V6). AWD (Folgore). 4966mm length. Wheelbase 2930mm. Weight 1795kg (V6). Folgore 2260kg. 0-60 mph in 3.5 seconds (Trofeo). 0-60 mph in 2.7 seconds (Folgore). In-house Nettuno engine. F1-derived pre-chamber combustion. First electric Maserati. 92.5kWh battery. 800V architecture. Modern Italian design. Convertible variant available.

3.0L twin-turbo V6 with 345hp. 3.0L V6 GTS with 424hp. 3.0L diesel V6 with 275hp. 3.8L twin-turbo V8 Trofeo with 580hp. 8-speed automatic (ZF). Q4 AWD standard. 5003mm length. Wheelbase 3004mm. Weight 2109kg. 0-60 mph in 3.8 seconds (Trofeo). First Maserati SUV. Ferrari V8 engine. Air suspension. Skyhook dampers. Q4 intelligent AWD. Off-road modes. Towing 2700kg. Italian sports car SUV philosophy.

2.0L turbo-4 with 296hp (GT). 2.0L turbo-4 MHEV with 325hp (Modena). 3.0L twin-turbo V6 Nettuno with 523hp (Trofeo). Folgore electric with 549hp. 8-speed automatic (ZF). RWD standard. Q4 AWD available. 4846mm length. Wheelbase 2901mm. Weight 1870kg (GT). 0-60 mph in 3.6 seconds (Trofeo). 0-60 mph in 4.1 seconds (Folgore). Giorgio platform. Nettuno engine from MC20. 105kWh battery Folgore. 400V charging. Touch interface. Voice assistant. Driver assistance suite.

3.0L twin-turbo V6 Nettuno with 621hp and 538 lb-ft. 8-speed dual-clutch. RWD. 4669mm length. Wheelbase 2700mm. Weight 1500kg (dry). 0-60 mph in 2.9 seconds. Top speed 202 mph. Carbon fiber monocoque. F1-derived pre-chamber combustion. Twin-spark technology. Butterfly doors. Active aero. Carbon ceramic brakes. Cielo convertible variant with electrochromic glass roof. MC20 GT2 racing version. First in-house engine since MC12. Italian supercar renaissance.

6.0L V12 with 622hp and 481 lb-ft. 6-speed sequential manual. RWD. 5143mm length. Wheelbase 2800mm. Weight 1335kg (dry). 0-60 mph in 3.8 seconds. Top speed 205 mph. Limited to 50 units (62 total including Versione Corse). Based on Ferrari Enzo platform. Longer and wider than Enzo. Open-top targa design. FIA GT racing dominance. Carbon fiber body. Extreme downforce. GT1 World Championship winner. Homologation special. Extremely valuable collector car.

4.2L V8 with 390hp. Cambiocorsa automated manual. 6-speed manual option. RWD. 4523mm length. Wheelbase 2660mm. Weight 1680kg. 0-60 mph in 4.8 seconds. Ferrari-Maserati collaboration. Giugiaro design influence. Trident returned to prominence. GranSport variant with 400hp. Improved handling package. Spyder convertible. Italian sports car tradition.

3.2L twin-turbo V8 with 370hp. 6-speed manual standard. 4-speed automatic optional. RWD. 4511mm length. Wheelbase 2660mm. Weight 1590kg. 0-60 mph in 5.1 seconds. Giorgetto Giugiaro design. Boomerang taillights signature. Ferrari-developed V8. First Maserati under Ferrari control. Quality improvements. Return to grand touring excellence. Bridge to modern Maserati era.

4.7L naturally aspirated V8 with 460hp (concept). RWD layout. 4590mm length. Wheelbase 2700mm. Weight 1520kg (target). 2+2 sports coupe. Named after Alfieri Maserati. Geneva Motor Show debut 2014. Design preview for future models. Influenced GranTurismo successor. Electric and hybrid variants planned. Production repeatedly delayed. Evolved into new GranTurismo. Design DNA carried forward. Italian sports car future vision.

The elegant straight-six that launched Maserati's road car legacy with the A6 1500. This 1,488cc DOHC inline-six featured an aluminum block and head with hemispherical combustion chambers, derived directly from Maserati's racing engines. The valve train used gear-driven dual overhead camshafts operating valves via inverted bucket tappets with shim adjustment. The crankshaft was a forged unit running in four main bearings with a vibration damper, while the connecting rods were forged steel. The intake system used a single twin-choke Weber 36 DR4SP carburetor feeding a cast aluminum manifold, while the exhaust featured individual ports with a tubular header. With 7.5:1 compression and a 5,500 RPM redline, it produced 65 hp at 4,700 RPM and 71 lb-ft at 3,800 RPM. The cooling system used a front-mounted radiator with thermosiphon circulation, while the oiling system employed a dry-sump design with twin scavenge pumps. This engine's racing pedigree and sophisticated twin-cam design established Maserati's reputation for building technically advanced road cars.

The enlarged straight-six that powered Maserati's first volume production car—the 3500 GT. This 3,485cc DOHC inline-six featured an iron block with aluminum head and twin spark plugs per cylinder. The valve train used chain-driven dual overhead camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in seven main bearings. The intake system used three twin-choke Weber 42 DCNE carburetors with individual velocity stacks, while the exhaust featured a tubular header with dual outlets. With 8.5:1 compression and a 5,500 RPM redline, it produced 235 hp at 5,500 RPM and 236 lb-ft at 4,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump with dry-sump capability. This engine's combination of racing technology, six-cylinder smoothness, and intoxicating induction noise made the 3500 GT a genuine Gran Turismo that could compete with the best from Ferrari and Aston Martin.

The sophisticated V8 that powered the iconic Ghibli and established Maserati's high-performance credentials. This 4,719cc 90° V8 featured aluminum block and heads with dual overhead camshafts per bank and dry-sump lubrication. The valve train used gear-driven camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in five main bearings. The intake system used four twin-choke Weber 42 DCNF carburetors with individual velocity stacks, while the exhaust featured equal-length tubular headers. With 8.5:1 compression and a 5,500 RPM redline, it produced 335 hp at 5,500 RPM and 355 lb-ft at 4,000 RPM. The cooling system used twin front-mounted radiators with electric fans, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's intoxicating combination of V8 torque, quad-carburetor induction noise, and racing-derived dry-sump system made the Ghibli one of the most desirable GT cars of its era.

The revolutionary twin-turbocharged V6 that defined Maserati's modern era with the Biturbo. This 2,790cc 90° V6 featured an aluminum block with iron liners and twin IHI turbochargers. The valve train used belt-driven single overhead camshafts per bank with hydraulic lifters, while the crankshaft was a forged unit running in four main bearings. The intake system used twin turbochargers with air-to-air intercoolers and Weber-Marelli fuel injection, while the exhaust featured integrated manifolds feeding the turbochargers. With 7.8:1 compression and a 6,500 RPM redline, it produced 185 hp at 5,500 RPM and 203 lb-ft at 3,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump with oil cooler for the turbochargers. Though controversial in its time, this engine established the template for Maserati's future with turbocharging and more accessible performance.

The sophisticated V8 developed during the Ferrari ownership era that powered the Quattroporte and GranTurismo. This 4,244cc 90° V8 featured aluminum block and heads with dual overhead camshafts per bank and four valves per cylinder. The valve train used chain-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers with active valves. With 11.0:1 compression and a 7,600 RPM redline, it produced 400 hp at 7,000 RPM and 339 lb-ft at 4,250 RPM. The cooling system used dual front-mounted radiators with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of Ferrari-derived technology, intoxicating exhaust note, and high-revving character made it one of the most charismatic V8s of its generation.

The Ferrari-derived V8 that powered the GranTurismo MC Stradale and Quattroporte GTS. This 4,691cc 90° V8 featured the Ferrari F136 architecture with aluminum block and heads and flat-plane crankshaft. The valve train used chain-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with individual throttle bodies, while the exhaust featured equal-length headers with active valves. With 11.25:1 compression and a 7,500 RPM redline, it produced 454 hp at 7,000 RPM and 384 lb-ft at 4,750 RPM. The cooling system used an advanced triple-radiator setup with variable-speed fans, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's flat-plane crank character, intoxicating exhaust note at high RPM, and racing-derived dry-sump system made it the ultimate expression of Maserati's V8 heritage.

The twin-turbocharged V8 developed with Ferrari that powers the current Quattroporte and Levante高性能版本. This 3,799cc 90° V8 featured a hot-V turbocharger configuration with turbochargers mounted between the cylinder banks. The valve train used chain-driven dual overhead camshafts with variable valve timing on all four camshafts, while the crankshaft was a forged unit running in five main bearings. The intake system used twin twin-scroll turbochargers with air-to-water intercoolers, while the exhaust featured an integrated manifold. With 9.0:1 compression and a 6,800 RPM redline, it produced 580 hp at 6,250 RPM and 538 lb-ft at 2,250-5,250 RPM. The cooling system used a triple-circuit design with separate cooling for cylinder heads, block, and turbochargers, while the oiling system employed a variable-displacement vane pump with dual oil coolers. This engine represents the ultimate evolution of Maserati's Ferrari-derived V8 lineage.

The revolutionary twin-turbo V6 that represents Maserati's first in-house engine since the 1990s and powers the MC20. This 2,992cc 90° V6 features a hot-V turbocharger configuration with twin spark plugs per cylinder and pre-chamber combustion system derived from Formula 1. The valve train uses chain-driven dual overhead camshafts with variable valve timing on all four camshafts, while the crankshaft is a forged unit running in four main bearings. The intake system uses twin twin-scroll turbochargers with air-to-water intercoolers, while the exhaust features an integrated manifold. With 11.0:1 compression and a 8,000 RPM redline, it produces 621 hp at 7,500 RPM and 538 lb-ft at 3,000-5,500 RPM. The cooling system uses a triple-circuit design with separate cooling for cylinder heads, block, and turbochargers, while the oiling system employs a dry-sump design with multiple scavenge stages. The pre-chamber combustion system uses a secondary spark plug in a pre-chamber that ignites a richer mixture, which then jets into the main combustion chamber to ignite the leaner main mixture—enabling both high compression and high boost pressure.

The sophisticated diesel V6 developed during the Fiat Chrysler era for the Quattroporte and Ghibli diesel models. This 2,987cc 60° V6 featured a compacted graphite iron block with aluminum heads and variable-geometry turbocharger. The valve train used chain-driven dual overhead camshafts with four valves per cylinder, while the crankshaft was a forged unit running in four main bearings. The intake system used a variable-geometry turbocharger with air-to-air intercooler, while the exhaust featured a low-restriction manifold with diesel particulate filter. With 16.5:1 compression and a 4,500 RPM redline, it produced 275 hp at 4,000 RPM and 443 lb-ft at 2,000-2,600 RPM. The cooling system used a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employed a variable-displacement vane pump. Though an unlikely powerplant for a Maserati, this engine's refinement and massive torque made it surprisingly well-suited to grand touring.

The racing-derived V8 that powered the limited-production MC12 supercar. This 4,488cc 90° V8 was derived from the Ferrari Enzo's engine but with Maserati-specific tuning and architecture. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with individual throttle bodies, while the exhaust featured equal-length headers. With 11.2:1 compression and a 7,500 RPM redline, it produced 621 hp at 7,500 RPM and 481 lb-ft at 5,500 RPM. The cooling system used a racing-style triple-radiator setup with high-flow electric pumps, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's racing pedigree and intoxicating high-RPM character made the MC12 both a road-going supercar and a successful racing machine that dominated the FIA GT Championship.

The twin-turbo V6 that powers the current Ghibli, Quattroporte, and Levante. This 2,979cc 60° V6 features a hot-V turbocharger configuration with both direct and port injection. The valve train uses chain-driven dual overhead camshafts with variable valve timing on all four camshafts, while the crankshaft is a forged unit running in four main bearings. The intake system uses twin twin-scroll turbochargers with air-to-water intercoolers, while the exhaust features an integrated manifold. With 9.7:1 compression and a 6,500 RPM redline, it produces 424 hp at 5,750 RPM and 428 lb-ft at 2,250-4,000 RPM. The cooling system uses a dual-circuit design with separate cooling for cylinder heads and turbochargers, while the oiling system employs a variable-displacement vane pump. This engine represents Maserati's mainstream V6 offering, balancing performance with efficiency across their current model range.

The all-electric powertrain that represents Maserati's future with the GranTurismo Folgore and Grecale Folgore. This system features three permanent magnet synchronous motors—one front and two rear—producing combined 760 hp. The motors use hairpin winding technology with direct oil cooling, while the power electronics employ silicon carbide inverters operating at 800 volts. The 92.5 kWh lithium-ion battery pack uses nickel-manganese-cobalt chemistry with peak discharge capability of 1,200 kW. The battery management system features cell-level monitoring with active thermal management using dielectric fluid. With system voltage of 800V, the vehicle can DC fast charge at up to 270 kW, allowing 10-80% charge in 18 minutes. The torque vectoring system can distribute power individually to each rear wheel, while the complete powertrain enables 0-60 mph acceleration in 2.7 seconds. This system maintains Maserati's performance values while transitioning to full electrification.

The large-displacement V8 developed for the American market that powered the Mexico and Indy. This 4,930cc 90° V8 featured iron block with aluminum heads and single overhead camshafts per bank. The valve train used chain-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used four twin-choke Weber 42 DCNF carburetors feeding a cast aluminum manifold, while the exhaust featured cast-iron manifolds. With 8.5:1 compression and a 5,500 RPM redline, it produced 290 hp at 5,500 RPM and 295 lb-ft at 4,000 RPM. The cooling system used a single front-mounted radiator with viscous fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's emphasis on low-RPM torque and reliability made it well-suited for the American market where Maserati was establishing its presence in the 1970s.

The highly adaptable ZF 8-speed automatic that serves as the core transmission for Maserati's mainstream lineup. In Maserati applications, this transmission is meticulously calibrated to deliver a dual character. In Normal mode, shifts are smooth and imperceptible, perfect for relaxed cruising. A switch to Sport mode transforms its behavior, delivering lightning-fast, firm shifts accompanied by an aggressive throttle blip on downshifts and a pronounced exhaust crackle. In the high-performance Trofeo models, the calibration is even more aggressive, with shift times rivaling dual-clutch units. The transmission also features a manual mode controlled by large, column-mounted paddle shifters made of forged aluminum, providing full driver control and refusing to upshift automatically at the redline. This gearbox perfectly encapsulates Maserati's ethos of a 'tamed race car' for the road.

The bespoke, transversely-mounted 8-speed transmission developed specifically for the mid-engine MC20 supercar. Unlike the torque-converter ZF unit, the MCT (Maserati Corse Transmission) uses a wet multi-plate clutch for a more direct, race-car-like connection and faster shift response. This design eliminates the slight power loss and dampening effect of a torque converter, resulting in instantaneous power delivery. Shift times are under 150 milliseconds. The transmission features multiple driving modes, including a dedicated 'Corsa' (Race) mode for the fastest possible shifts and launch control. It is a key enabler of the MC20's explosive acceleration and track-focused performance, representing Maserati's return to building cutting-edge, top-tier supercars.

The electro-hydraulically actuated single-clutch automated manual that defined the early 2000s Maserati driving experience. Based on a manual gearbox, the Cambiocorsa (meaning 'racing shift') used paddle shifters to control hydraulic actuators for the clutch and gear selection. In its most aggressive 'Sport' mode, shifts were brutally fast and jarring, accompanied by a dramatic exhaust bark and a violent jolt. While its low-speed behavior was notoriously clunky and temperamental, at full throttle it provided an incredibly raw and engaging drive that felt closely derived from Ferrari's F1 technology of the era. Its challenging nature and theatrical shifts are now remembered fondly as a uniquely characterful, if flawed, transmission that required skill to master.

The iconic, purely mechanical gated manual that represents the peak of analog Maserati ownership. The open, metal gate with its precise, rifle-bolt shifter mechanism is one of the most aesthetically and tactilely pleasing elements in the automotive world. Found in the 3200 GT and the first-generation Coupé and Spyder, this transmission required a firm, precise hand and a heavy clutch. The sound of the metal shifter clinking against the gate is an unforgettable part of the experience. It offered the driver total, unfiltered control over the car's powerful V8, making it the ultimate choice for purists. Its rarity and emotional appeal have made it the most sought-after feature on any modern-era Maserati.

The powertrain for Maserati's all-electric 'Folgore' models. Like all high-performance EVs, Maserati forgoes a multi-speed gearbox in favor of a single-speed reduction gear for each electric motor. In the Grecale Folgore, there is one motor on each axle for all-wheel drive. The revolutionary GranTurismo Folgore features three motors—one on the front axle and two on the rear—enabling advanced torque vectoring. The lack of gears provides seamless, instantaneous, and brutally continuous acceleration. Maserati's engineering focus is on replicating the emotional sound and feel of a combustion engine through a synthesized audio system that pipes sound into the cabin, ensuring the Folgore models retain the brand's characteristic drama and soul, even without a traditional transmission.

Not a transmission itself, but a sophisticated system integrated with the ZF 8HP gearbox on many Maserati models. The Q4 system is an on-demand all-wheel-drive system that primarily drives the rear wheels for a classic Maserati feel. Using a transfer case integrated into the transmission and an electronically controlled multi-plate clutch at the front axle, it can proactively send torque to the front wheels in as little as 150 milliseconds when it predicts a loss of rear grip. This system provides the safety and all-weather capability of all-wheel drive while maintaining the rear-wheel-drive-biased handling dynamics that are essential to the brand's character. It works seamlessly with the transmission's various drive modes to optimize traction and stability.