Maserati Levante Trofeo review: Bring the noise

The Maserati Levante Trofeo marks the arrival of the most powerful production Maserati ever. Here’s what an SUV with a 572bhp Ferrari-built V8 drives like, having attended the European launch in Modena, Italy.

There was a time when people were so used to horses that the very notion of the motorcar catching on would have seemed ridiculous. It was a similar sentiment people had against the notion of a performance SUV when the Porsche Cayenne arrived.

Yet despite pitchfork-toting petrolhead purists ranting incessantly, wrongly or rightly (you decide), it proved a hit. Now with SUV demand stronger than anything else in a shrinking market, it’s no longer a risk. It’s essential.

So who can blame Maserati for joining the fray with the Levante diesel and V6 petrol two years ago, given that it sold more than 50,000 units? Not me.

Nor do I mind the arrival of the Levante Trofeo top-speccer (£125,000) and the ‘softer’ GTS (£105,000), which feature a Ferrari-designed V8 originally used in the prototype test mule.

We do, after all, live in a time when Lamborghini has an SUV. Alfa Romeo has stuck a Quadrifoglio badge on its Stelvio. In years to come, even Ferrari will join the fray. So where does a £125,000 Maserati Levante Trofeo fit and would you want one?

What’s the Maserati Levante Trofeo all about?

Launched alongside the cheaper, less powerful GTS model, the Maserati Levante Trofeo uses a re-engineered, Ferrari-developed 90-degree 3.8-litre twin-turbo V8 that develops 572bhp (580ps). This allows a 0-62mph time of 4.1 seconds, which is a lot for any family car. Let alone one that can off-road a bit and carry a lot of shopping.

Sticking in the Quattroporte’s V8 was not without its challenges, it must be said. This is why the Levante Trofeo and GTS have undergone numerous revisions, such as new turbos and chassis and drivetrain adjustments. The suspension (multi-link front, double wishbone rear, both on air springs) has also been recalibrated.

Oh and if you’re wondering why the UK car is 9bhp less powerful than in mainland Europe (19bhp for the GTS), blame Euro6 emissions regulations. Get used to this folks, it’s becoming an increasingly common occurrence.

Even with 148bhp more than the V6, the kerb weight of the Levante Trofeo is only 60kg greater and the same 50:50 front to back weight ratio is achieved.

Despite the power deficit, however, 0-62mph is only two-tenths slower than in other markets. The top speed, meanwhile, is 186mph (300kmh), down 2mph. Not enough to turn your back on back on fellow EU delegates.

That makes it not only the fastest Levante money can buy, it’s also the most powerful production car Maserati has ever made. Second only, in fact, to the MC12 supercar in the Italian marque’s history. That thing was basically an Enzo Ferrari in a prettier frock.

It’s also the first Levante to offer full LED adaptive headlights, the first to offer the new ‘Corsa’ driving mode and launch control, the first to feature what Maserati calls Integrated Vehicle Control (IVC) and the first to come rolling on 22-inch forged aluminium rims (polished or matte) wrapped in Michelin SportContact tyres.

What about the interior, exterior and infotainment?

You’d hope £125,000 would you get some added luxury and that is somewhat the case. The Maserati Levante Trofeo benefits from a fancy leather that apparently ages well. True or not, it certainly feels comfortable to perch on, while there’s some carbon fibre to jazz up the place. Oh, and a redesigned gear knob and and an analogue clock.

By no means would anyone complain if they ever had to hitch a ride in the Levante, yet it’s hard not to notice a few areas where Maserati is behind the pack. Not just the tech side of things, but also the ergonomics and styling. Especially if you have been in the Bentayga or new Continental GT.

The infotainment system, meanwhile, has been updated, but then it’s still annoying in terms of ease of use and navigation directions. Luckily it supports Android Auto and Apple CarPlay so you can hook up your smartphone or tablet and use your own apps.

Annoyingly and in cliched Italian fashion, our test car (and at least three others) kept telling us there was an obstacle near the front left of the car even though there really wasn’t. This meant a constant droney beep until we could find the off switch. Presumably the roof-mounted sensor was upset by the rain.

As for the outside, expect those aforementioned 22s, some revised bodywork and not a lot else. Truth be told, the Levante looks decent. For an SUV, anyway. But the rear-end is already looking tired.

How does the Maserati Levante Trofeo drive?

As the Maserati engine with the highest horsepower-to-litre ratio, the Levante Trofeo can bring up your lunch if it wants to. A launch control test at a runway confirms it’s noticeably more explosive than the Stelvio Quadrifoglio. Good job, Ferrari.

Despite peak horsepower delivered at 6,250rpm, you’re never far from a speeding ticker thanks to a ludicrous 730Nm of torque from 2,500rpm. That and the Q4 all-wheel drive system, which sends power where it’s needed to maintain grip, and torque vectoring help keep that sizable body in check.

Typically power is sent 100 per cent to the rear to make it feel more like a Maserati, but a 50:50 split can be achieved in as quick as 150 milliseconds. In reality, even in the wet and with reduced traction control system help the Levante was more sensible than slidey. Not a bad thing for a family car.

With that said, the fitting of a limited-slip differential at the rear means the Levante can be more playful than your typical SUV. If you can find an empty stretch of road and testicles large enough to do so, it will do silly, police-goding things.

The free-spirited edge is said to be enhanced by the new ‘Corsa’ driving mode, exclusive to the Trofeo model. Hold down the Sport/Corsa button and you end up with a more sensitive throttle pedal, louder engine note (though not by much), 35mm lower ride height than in Normal Mode and less traction control intervention.

Maserati’s IVC system is meant to decrease understeer, something typical for big, heavy SUVs, which it does okay. It is designed to work on a preventative basis, using cameras, the angle of steering and an algorithm to keep you on course, but in reality you never notice anything going on.

What can I say about the gears? Well, it’s a ZF automatic of the eight-speed variety, the same one found in all Levante models. But here it’s ridiculously snappy. In fact, it’s way too easy to give your passenger whiplash and cause your kids in the back to undo the aging process of the cow hide seats. Even though it’s weirdly easy to miss the giant paddle shifters.

As for the engine sound, well, let’s just say it’s wonderful. A meaty, husky noise that gets better as you push it harder (and you will because the engine encourages you to do so). You could argue not enough comes into the cabin, but Maserati wants to avoid synthetic help and you can’t have everything.

Handling-wise, the Levante Trofeo and GTS are eerily similar. Like a lot of cars these days, it’s easy to forget the size of the vehicle until a truck comes round a blind corner. In the wet it’s not exactly confidence-inspiring, admittedly, but you can feel the limit and there’s little body roll to upset proceedings. Smooth, fast and unfussy is what you get.

Steering is more natural than I expected, though not especially involving. Certainly far from what you get from an Alfa Romeo Giulia Quadrifoglio. But it does help driving fast easier and more interesting.

Why would I buy one, then?

Because you appreciate that the Maserati badge is cool and far less showy-offy than a Bentley, Ferrari or Lamborghini while the Alfa Romeo Stelvio Quadrifoglio is too cheap. The levante is a more exclusive beast that can ferry kids around at insane speeds in comfort.

It’s ridiculously fast, ridiculously expensive and, well, ridiculous. But it’s a likable car to drive and if we are going to have to be sold SUVs, then why not one with a sodding-great V8 that sounds like the heavens opening?

Even so, the £20,000 cheaper GTS is similar in potency and character on public roads. That makes the Maserati Levante Trofeo harder to recommend, even if money is no object. Plus if the maintenance doesn’t bancrupt you the fuel bills will.

Still, hats off to Maserati for making a practical SUV I actually enjoyed blitzing through the unusually pretty Italian countryside.