Whenever one talks about a true track experience, images of unbridled speed, eye-widening corners, and the sheer joy of pushing limits come to mind. Imagine having all this without a single civilian car in sight, no speed limits to curtail your fun, and the luxury of wide corners all to yourself.

Now, take that and add the allure of McLaren’s latest engineering marvel – the sleek, robust, and astonishingly potent 750S.

So, when an invitation was extended to test drive McLaren’s array of supercars, including the new 750S, it was a no-brainer. The next thing I knew, I was on a 4:00 am flight to Kuala Lumpur.

McLaren is synonymous with speed, but the 750S is power redefined. Building on the formidable foundations of the 720S, this beast introduces enhancements in power, aerodynamics, and weight reduction, achieving a staggering 740bhp (or 750ps, true to its name) and 800Nm of torque from its twin-turbocharged 4.0-litre V8 engine.

Weighing in at only 1,389kg, the 750S rocks the century sprint in a mere 2.8 seconds, hitting 200km/h in just 7.2 seconds, with the potential to soar to a top speed of 332km/h – if you dare.

Yet, McLaren’s mastery is not just about the breathtaking speed. It’s the way the 750S handles – the precision of its steering, and the intelligence of its suspension system transforms it from a fast car to a remarkable driving experience.

On the racetrack, this translates to an exhilarating dance along the edge of physics, where every steering input and throttle adjustment is met with an immediate and precise response.

5,544m-long racetrack, check. Incredibly fast McLaren, check. Empty bladder, check.

With sprawling straights and challenging bends, Sepang is the perfect playground for the 750S.

Here, you can unleash the 750S to speeds over 250km/h, and reel it in with its formidable carbon ceramic brakes as you approach the bends.

Navigating technical corners becomes second nature in the 750S. Its agility and balance, particularly under heavy braking, make it a champion of the track, obedient to every command, yet always reminding you of its raw power and the need to handle it with respect. It interacts, pushing you to sharpen your skills with every lap.

Driving the 750S here truly reveals the true extent of its capabilities, which remain largely untapped on regular roads. It’s a machine that begs for the rigours of a racetrack, where its spirit and engineering can truly shine.

During this event, not only did the 750S leave an indelible mark, but so did its siblings – the Artura and GT.

This day on the track was more than enough proof that each car, whether designed for the track, grand touring, or as a hybrid performance supercar, confirmed that McLaren’s commitment to track-ready joy is uncompromised.

If I have to wake up at an ungodly hour again to catch a flight, you best believe it will be to get behind the wheel of a McLaren.

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Regular readers may remember that we tested the Peugeot e-2008 GT back in December 2022. Here we are in March 2024 with a Mid Cycle Action (MCA), or a refresh or facelift. The main reason behind this shorter-cycle refresh is as plain as the E-2008’s face.

Sporting Peugeot’s new emblem, the new front end is now wider and includes a specific lateral pattern that connects to the headlamps. The grille features a vertical pattern in the same colour as the bodywork, which extends to subtle dark inserts.

Being body-coloured, the pattern of the grille also better integrates into the front bumper.

Also new at the front-end is the new Peugeot Signature Light. Where the predecessor had three vertical daytime running lights in the headlight itself and extending down to one in the front bumper, the MCA has three vertical claw daytime running lights in the bumper itself.

In the E-2008 GT, the striking effect of the three claws is extended in the lighting of the full LED headlamps through the use of three light modules. This distinguishes the E-2008 GT from the rest of the range with an exclusive front-end signature.

This three-claw design theme carries on in the back of the SUV with the taillights. Three superimposed horizontal double slats contrast with the predecessor’s three diagonal items, and offer a refreshed look.

Along with the taillights, reverse and turn-signal lights are also LED items.

Six body colours will be available for the MCA’d E-2008 GT, namely Selenium Grey, Artense Grey, Okenite White, Black Perla Nera, Elixir Red and Vertigo Blue.

Also new is its battery pack. Where the predecessor had a 50kW item, this refresh brings an additional 4kW to the E-2008. The claimed WLTP range increases from 345km to 436km, which is heartwarming to know and something we’ll be testing during our review drive.

Furthermore, this E-2008 is equipped with a high-performance 100kW DC / 11 kW AC on-board charger.

Charging the car from 0% to 80% on a DC 100kW charger is said to take just 30 minutes. Something else that we’ll test when we get behind the wheel.

A feature we really liked with the predecessor is also here – the 3D holographic digital instrument panel.

The infotainment features a 10-inch high-definition touchscreen, and comes standard with wireless Apple CarPlay, Android Auto and Mirror Screen.

Active safety features include automatic hands-free access with walkaway auto-lock, VisioPark 180° Reverse Camera, lane departure warning and speed limit information with intelligent speed adaptation.

As of writing this article, the E-2008 GT is set to retail for $153,888. For more information, contact Peugeot Singapore.

Photo Credits: Sean Loo (@auto.driven)

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Monterey Car week saw Lamborghini unveil its Lanzador concept which the Sant’Agata Bolognese firm calls “a high ground-clearance GT with 2+2 seats…” Alrightey then!

The Lanzador concept points toward a series model that will be built from 2028 onwards. Electrified, of course. This follows in the footsteps of the V12 plug-in hybrid Revuelto, and is in sync with Lamborghini’s strategy and roadmap toward electrification announced in 2021.

“With the fourth model concept, we are opening a new car segment: the Ultra GT. This will offer customers a new, unparalleled Lamborghini driving experience thanks to pioneering technologies,” said Stephan Winkelmann, Chairman and CEO of Automobili Lamborghini.

The Lanzador is touted as an all-electric Gran Turismo with a distinctly Lamborghini coupe-esque body style, in the same vein as the Espada, Jamara and Urraco from yesteryear, but now riding higher above the tarmac as inspired by the Huracan Sterrato.

“With Lanzador we are looking into our future without forgetting our DNA. The first coupés from Lamborghini with their front engines were sporty, elegant Gran Turismos suitable for everyday use as 2+2-seaters. The concept for our fourth production model leverages our philosophy of super sportiness combined with brave new technologies and fearless design, perfectly fitting into our Direzione Cor Tauri strategy,” explained Stephan Winkelmann.

Lamborghini’s idea here is to make the driver feel like a pilot via controls on the sports steering wheel.

A newly-developed Lamborghini Dinamica Veicolo Integrata (LDVI) driving dynamics control system delivers information back to the driver via intelligent sensors positioned behind the new “pilot’s” glass panels mounted at the front of the car which gives a taste of future radar technology.

Active aerodynamics play a huge role in battery electric vehicles, more so than their internal-combustion engine counterparts, for active aero can improve range per battery charge while increasing performance.

Lamborghini’s famed ALA system is here, together with new active aero devices in the front and rear to ensure the best efficiency in the Lanzador’s Urban driving mode, and best downforce in Performance mode.

Active air suspension and rear steer go toward making the Lanzador the consummate GT cruiser over long distances, and bruiser in the twisties such as the Stelvio Pass. With two electric motors, one mounted per axle, torque distribution remains optimal for the driving conditions, with millisecond-precise shuffling of torque from left to right and right to left to let the Lanzador pilot errrmmm driver carve out the optimal line.

There is a boot in the rear, and there is a smaller frunk or froot hidden away under the bonnet. Gran touring doesn’t have to be compromised by carrying capacity.

The interior sports a slim, lightweight dashboard with iconic design elements. The pilot and co-pilot errrmmm driver and passenger sit low in the cabin, separated by the centre console that flows into the dashboard. All controls are within ergonomic reach.

Going green means using environmentally-friendly materials. The interior is made almost entirely of sustainable materials, with the dashboard, seats and door panels using a coloured thread made from regenerated nylon and recycled plastic.

Many of the non-visible plastics are made of 3D-printed recycled fibres. Even the carbon in the centre console and door panels is made of regenerated carbon, a new two-layer composite material. 100% merino wool comes from Australian Mernio sheep instead of artificially processed wool.

Let’s see what 2028 brings.

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It’s beginning to feel like the world has forgotten how to make anything but SUVs these days, and Maserati is actually fairly late to the game with its contender.

Yes, they did launch the Levante back in 2016, but lacklustre sales didn’t make it a case-closed preposition. So back to the drawing board they went, and out came the Grecale – a mid-sized, luxury SUV that sits a tier below the larger Levante. Think Porsche Macan, Alfa Romeo Stelvio kinda frequency.

The Grecale, as Maserati calls it, is intended to be a ‘global’ car that’s designed to excel in lots of different markets without significant over-engineering. So, have they nailed this one out of the gate? 

Stealth wealth

The Maserati Grecale isn’t as loud or boisterous on the outside as some of its Trident brethren, but it still has elements that make it quintessentially Maserati.

Typical Maserati flourishes like the tri-shaped vents and trident logos are still omnipresent on the car, and even this entry-level GT model gets four large exhaust pipes, hinting at its shouty aural melody.

On the other hand, flushed door handles, bulbous headlights, and non-pervasive 19-inch rims give it an almost grown-up persona, toning down its juvenile Maserati facade.

I actually like this design a lot. The subtle design enables the Grecale to fly under the radar, allowing you to slip by would-be naysayers. Stealth wealth is a trait that the Grecale rocks to a tee.

Big step up on the inside

Cabins are usually where Maserati models shine, and the Grecale brings it home yet again. There’s a louche hedonistic warmth to the lush materials found within – a stark contrast to the colder and more sterile atmosphere of German counterparts.

The Maserati Intelligent Assistant (MIA) multimedia system is one of the best implementations of Android Auto software to date. Most fiddling is done on the larger 12.3-inch screen, with a supplementary 8.8-inch panel situated beneath it for extra controls.

No buttons though, and the lower screen that handles ancillaries does look a bit congested, but get past that steep learning curve and it’s an attractive and comprehensive OS to use. 

Crucially, it’s a huge improvement over previous Maserati models, and the inclusion of your usual advanced driver assistance systems (ADAS) and wireless Apple CarPlay and Android Auto means tech is well catered for in the Grecale.

That said, it is Italian after all, meaning that the Grecale will bear some flaws. 

To give the centre console a sleek and flushed look, designers have bestowed the car with  P/R/N/D buttons located on the centre console. These aren’t the most ergonomic to use, and I often found myself reaching for a non-existent gear shifter.

Maserati does it make it slightly easier for you while parking, allowing you to rock between Reverse and Drive via the large paddle shifters, but this still requires some getting used to.

The Grecale’s doors are also accessed via electric buttons, which looks futuristic but feel erroneous in practice.

Still, you buy an Italian car to embrace its flaws, and these little niggles shouldn’t detract from the otherwise refined experience.

Space for the whole family

The Maserati Grecale scores pretty well on the practicality front. Rear legroom is deceptively generous, and the ever-so-slightly tapered roof does not impede on cabin headroom. 

All occupants get the same lush leather seat treatment, and even though the front seats do feel a little firm, they are still comfortable over extended sitting periods. It’s a happy antithesis to the otherwise clinical crop of cars most German brands are expected to come with.

Boot size for this mid-size SUV stands at a pretty generous 535-litres, although a small amount of space is compromised due to the mild-hybrid system.

Brisk trident

What’s that I hear, you want a driver’s SUV? 

Well then, the Grecale is a surprisingly good option. It feels light on its wheels and drives with a verve that’s not often found in tall-riding SUVs. Maserati’s driving mojo seems to have been reignited in the Grecale, and it is a car that actually wants to go at roads with determination.

The chassis feels composed and capable through bends, arresting any would-be body roll that tends to act up with cars of this build. Steering feel is accurate and well-weighted, and the brakes bite well no matter how much abuse they receive. Mind you, this all applies to the base model GT without the added upgrades found in its Trofeo sibling.

The mild-hybrid assisted engine is responsive at medium to high revs and the 8-speed transmission is pretty good at second guessing you each time your foot gives it the beans.  

296hp and 450Nm of torque are healthy numbers, and a 5.6 second century sprint time cements its credentials. Especially for the GT spec, it feels like it has the right amount of performance for the chassis.

But, this also insinuates some issues. It’s simply not at its best when doing everyday chores. The absence of a V6 or V8 heart inadvertently means you do not get the same quintessential Maserati bellow most people are accustomed to, with the 4-pot engine sounding limp and reedy low down.

The gearbox, while crisp when going fast, feels like it loses all decisiveness at lower NPC speeds, becoming sluggish to operate. Ride comfort and NVH (noise, vibration and harshness) isn’t the best either, with undulations in the roads knocking the Grecale off tempo.

If you’re a spirited driver, the Grecale’s flamboyance is an attractive trait that shouldn’t be overlooked. 

It has that cool factor going for it

For anyone looking for a characterful alternative to your typical crop of German performance SUVs, the Maserati Grecale presents a strong case for itself. Not only does it embody Maserati’s Italian charm on the outside, it’s also pleasingly upmarket and spacious for its occupants.

An impressive step forward from Maserati’s mangled SUV roots.

Technical Specifications

Maserati Grecale Mild Hybrid (GT)
Engine: 1,995cc in-line 4, mild hybrid
Power: 291hp
Torque: 450Nm
Gearbox: 8-Speed (A)
0-100km/h: 5.6 seconds (claimed)
Top Speed: 240km/h
Fuel Economy: 10.7km/L (claimed)
Price: S$279,800 (GT) / S$328,800 (Modena) / S$341,800 (Primaserie), all trims without COE (accurate at the time of this article)
Contact: Maserati Singapore

Photo Credits: Sean Loo (@auto.driven)

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Porsche is celebrating 75 Years, Lamborghini is reining in their 60th. Now, Bentley wants to join in on the global festivities.

The Bentley Continental GT is getting a cake for being 20 years in production. Yes, it’s already been 2 decades. This all started when a Cypress Green Continental GT, flashing VIN number 20001, rolled off the production line in Crewe, England, back in December 2003.

That coupe also introduced the world to the now-legendary 6.0-litre W12 engine. In 2003, it was making 550 bhp and 649 Nm of torque, back when the Ferrari 456M was handling a measly 442  bhp and 550 Nm from its V12, Even the Ferrari 575M was making “just” 508 bhp and 588 Nm from the same engine.

Of course, with an anniversary means an anniversary model, and Bentley has decided to launch it at the Shanghai Auto Show. It’s a special one too; a one-off celebration in the form of a Bentley Continental GT S.

This unique spec comes in Magnetic Dark Grey Metallic, sitting pretty on 22-inch black chrome and black wheels. Red accent lines highlight mirror caps and form an outline around the base of the coupe. 

Inside, specialty division Mulliner was roped in to produce a unique arrangement of Beluga (black) and Hotspur (red) leather against gloss piano black trim. The bi-finish fascia puts Granite Stone above Grand Black veneer, separated by red pinstriping.

Special badging and laser etching are prominent in places like the treadplates, centre console, and veneers. You know, so you have ample opportunity to brag to others you have something truly special.

This isn’t the only one-off Bentley will be producing either. After celebrating with months of themed events, ranging from the Goodwood Festival of Speed in July, and a global relay of Continental GTs crossing three continents to pass a custom Bentley baton, there will also be drive hubs at the HQ in Crewe and in Geneva, Switzerland where invited guests can drive all three Continental generations.

After all of that, another one-off Continental GT inspired by the aforementioned first unit produced will debut during Monterey Car Week.

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It seems like the days of petrol are truly numbered. With pressure from government entities and eco-conscious institutions, we have started to see a massive shift within the car industry. A shift that abolishes fuel burners in favour of efficient alternative means.

No matter what option we pick, the outcome will eventually be the same. The internal combustion engine as we know it will cease to exist, being relegated to the pages of history as automakers make way for new, futuristic, and crucially more sustainable, electrified means of propulsion.

But, this doesn’t mean some automakers won’t go down without a fight. Maserati is one such automaker, and it is trying to keep internal combustion alive, albeit by downsizing. This would keep its cars within the acceptable ‘eco range’ of environmentalists, whilst maintaining its quintessential fuel-burning heart for the budding enthusiast.

One of these new recipes has made its way into the Ghibli GT, now rocking a 2-litre heartbeat. But, does the downsize in displacement compromise its Maserati roots?

Muscolare

While the Maserati Ghibli GT is arguably the blandest-looking option one could currently pick from the Maserati range, it still has eccentric attributes that let others know it’s part of the Trident monarch.

A hunkered-down stance and wide arches give it added aggressiveness, flanked by sharp headlights and a wide grille bearing the famous trident stamp.

Sharp lines flow throughout the body, and highlight the distinctive side vents and GT badging present on each side. The trident marks make yet another appearance on the C-pillars, a tradition that Maserati cars continue to carry. 

The rear tames the design down a notch, with a smooth rounded bumper juxtaposing against a stack of tailpipes and a carbon diffuser. A set of blacked-out 19-inch multi-spoke alloy wheels finishes the look, with sticky P-Zero tyres giving away hints that this car can party in the corners.

Bellissimo

If you thought the outside was nice, the inside is where the designers really flexed their muscles. All corners of the Ghibli’s cabin are upholstered in premium fine-grain leather, which is both pretty to look at and plush to the touch. Oh, and if that wasn’t flashy enough, this one’s in a deep maroon shade. I don’t know about you, but I do like my cows in this shade of red.

While the plush leather seats do not offer plentiful bolster support in the corners while cruising you practically sink into them. It feels like a handsome Italian chap who warmly invites you into his house, whilst offering you a glass of vino rosso.

A 10.1-inch infotainment touchscreen provides occupants with entertainment options, although it isn’t the most refined UI on the market. Hooking up your devices can be a challenge in itself, but once that is conquered you can blast tunes on the Harman Kardon sound system.

Maserati has also kept physical radio and HVAC controls, which are a welcome sight in the cabin, albeit old-school looking.

The steering wheel features a set of multifunction buttons as well, though in practice they are cumbersome to use. What is a treat to use though, are the metal paddle shifters. These are cool to the touch, and offer a visceral sensation each time you click another gear into place.

Your centre console houses the gear selector alongside a row of drive modes. I.C.E., contrary to popular belief, isn’t for the frozen water variety but rather aptly stands for “Internal Combustion Engine” only. Seems like someone didn’t want that mild-hybrid system budging into the fun.

Apart from that, you get Sport, which increases throttle response, more urgent gear shifts, and opens up the exhaust valves for that sweet Maserati roar.

However, once you start to explore the cabin in greater detail, you start to realise that parts of it can feel lacklustre. It’s an interesting toss-up, with premium leather juxtaposition against cheap plastics.

The phone holder is only applicable for phones of the smaller variety, and the covers on things like the cup holders feel cheap to the touch. It’s a big shame considering some of the plus points you otherwise get in the cabin.

Molto Spazio

The Ghibli won’t trump the Quattroporte or Levante in the practicality department, but for what it’s worth the cabin is still decently practical for daily errands. Rear visibility is great for the driver, and rear adult occupants get sufficient wiggle room for the journey ahead. Add a third rear adult, however, and you might incite awkward knee brushing due to the raised transmission tunnel.

Pop the automated trunk lid, and 500 litres worth of carpeted boot space is ready for you to use. Perfect for those trips to the golf course, or a weekly shopping spree.

Passione

Being the new “baby” option on the block, the Maserati Ghibli GT has to make do with its smaller 2-litre 4-cylinder heart. Despite the downsize, at full chat this puppy can still churn out a respectable 326bhp and 450Nm of torque. Step on the gas and the century sprint can be done and dusted in just 5.7 seconds, and the Ghibli will continue to rocket to 255km/h if you give it enough asphalt. Mind you, that is all done in a 4-door saloon.

Of course, this being a Maserati, one would surely be enticed to pop into town making as much of a ruckus as possible. The designers, probably of a similar breed, have thought that through, and have prepared a ‘parading around button’ just for you.

It’s disguised as the Sport button. Press it, and open exhaust values sing loud and far, much to the annoyance of passersby. But hey, as long as it’s fun for you isn’t it?

That’s not all that Sport does too. The Ghibli’s adaptive suspension system will stiffen up, and throttle response is also charged with greater urgency. The 8-speed ZF automatic gearbox maintains RPM at higher echelons, resulting in a rear-wheel drive vessel that can excite in the corners with minimal body roll. This is the tried and true Maserati driving formula, and the Ghibli delivers it to a tee.

Just make sure you’ve got a good lawyer on speed dial – those noise complaints from frustrated neighbours are going to add up fast.

It’s all pretty exciting, but what if you just wanted to cruise down Shenton Way in a leisurely manner while huffing a cigar? Well, I’m happy to report that in its default state, the Ghibli GT glides around town effortlessly. Excellent sound insulation filters out the worries of the outside world, and the pliant suspension takes up a softer role instead, soaking up most irregularities of the road.

If you are a prospective Ghibli customer, fuel economy numbers are probably not a high priority on your shopping list. Maserati claims the car can achieve 10.5 km/litre, but on the roads, I managed to average about 8.8km/litre. Mind you, that is with some enthusiastic exhaust notes. Come on, who wouldn’t want to turn petrol into aural pleasure?

If you value driving sensation as a key consideration and want something that can excite you whilst making you look good at the same time, then the Ghibli should be a serious contender on your list. Its soul is something that a lot of other sports saloons lack, and that unique trait alone gives it an edge over the competition.

Al dente

Overall, you don’t buy a Maserati for its fuel efficiency, or its reliability. If you were, you’ll be looking up the models from a German manufacturer instead.

If the Italians are great at one thing, it’s bestowing cars with soul and passion. Traits you do not get from most other country automakers. You don’t drive a Maserati just to get from point A to B. You drive a Maserati, to enjoy the journey.

While the Ghibli GT lost its thumping big heart, it hasn’t lost any of its soul. There’s a unique charm that beckons you to get going each time you get behind the wheel, and it’s presence on the roads makes you feel rather special.

If it’s fun you’re after, but you don’t wanna compromise on the family, this could be the next thing on your radar.

Tattoos in a tailored suit. That’s what the Maserati Ghibli accentuates.

Technical Specifications

Maserati Ghibli GT Mild-Hybrid

Engine: 1,995cc 4-cylinder Turbocharged
Power: 342kw (326bhp)
Torque: 450Nm
Gearbox: 8-Speed ZF (A)
0-100km/h: 5.7 seconds (claimed)
Top Speed: 255km/h
Fuel Tank Capacity: 80 litres
Fuel Consumption: 10.5km/litre (claimed)

Price: S$368,800 without COE (accurate at the time of this article)
Contact: Tridente Automobili

Photo Credits: Sean Loo (@auto.driven)

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Love them or hate them, SUVs – or crossovers – are here to stay. The general public just can’t seem to get enough of them, and the industry that shifted so much to the point where producing SUVs has now become a make-or-break move necessary for keeping a brand afloat.

Here’s where the Maserati Levante comes in. Introduced in 2014, it’s the Italian marque’s answer to the ever-increasing demand for cars that drive on stilts. Today, it’s one of Maserati’s best-selling models, but does it hold up to the Trident’s famed long-standing history?

Handsome is my middle name

If the Italians are good at one thing it’s design, and the Levante GT is no exception. The designers have managed to morph all of the elements that define a modern Maserati into one beautiful, albeit elongated, entity.

A sleek and aerodynamic theme follows throughout the car, with sharp lines and elegant curves that give it a sporty yet refined appearance. The aggressive front grille, adorned with Maserati’s signature trident emblem, exudes a sense of confidence and sophistication, and it gives the Levante real road presence too.With its tall stature, you can easily intimidate other road users when you pull up at the same set of lights.

21-inch wheels and updated GT badging round off the exterior, and looks alone can probably convince someone to part ways with their hard-earned cash for one of these. 

Italian business suit

As much as we may hate the SUV body style, the benefit of having a bulbous shape is the increased space you get in the cabin. The Levante sits five adults comfortably, and the wide span ensures each occupant has sufficient wiggle room while on the move.

The Italians sure know how to treat a car, and you’re immediately engulfed by a premium blend of high-quality materials, giving the Levante some much-needed upmarket appeal. Most touch surfaces are upholstered in thick and lush leather, and animal activists may wish to look away, but I do like my cows finished in this deep maroon shade.

However, spend more time in the cabin, and some of the features do feel dated. The infotainment system is cumbersome to operate, and while there is wireless Apple CarPlay and Android Auto available, in practice it was buggy with drops in connection throughout the day.

While the native interface has been updated, it’s still far from next generation. This isn’t helped by the steering wheel controls either, which can’t even provide basic functions like changing the volume. At least the HVAC controls are physical and not embedded within a screen menu, which I’m sure would have caused a riot.

Other amenities include an analogue gauge cluster with a TFT display, and quick rotary dials to change the media volume or scroll through menu settings. The Levante does have a classy interior, but it hasn’t shaken off its old-school persona just yet. 

Family-centric

While the Maserati Levante is a natural rival for the Porsche Cayenne and has larger external dimensions, in terms of practicality it’s more of a matchup against the smaller Macan sibling.

You do get 580 litres of cargo space at your disposal, but it’s 90 litres smaller than the Cayenne’s. Thanks to the raised ride height, cargo ingress can be tricky trying to slide them past the rear bumper. There is an easy entry system that drops the suspension by 45mm to make life a little easier, but in reality, few owners will take the time to use this feature on a regular basis.

A powered tailgate comes as standard, and the rear seats split-fold 60:40 to reveal a big (but undisclosed) load area, so the Levante can hold its own even on adventurous furniture trips.

Despite its large size, the Levante is fairly easy to park thanks to a suite of sensors and a crisp rear camera. Blind spots are covered by Blind Spot Monitors embedded in the side mirrors, and cross-traffic alerts help mitigate potential head-on collisions with other road users. Cruise control makes life easier on the roads, but the lack of adaptive functionality can become frustrating in start/stop traffic.  

Downsized Fun

While other manufacturers share chassis platforms to build multiple different models, Maserati has built the Levante from the ground up. This is a double-edged sword situation. While Maserati may not get the same amount of reliability as other tried-and-true mass-produced models, having a bespoke platform enables them to optimise the Levante’s chassis to their specifications, and properly dial in performance.

Traditional propulsion options are no longer available in the Levante, with local units ditching the V6 or V8 Ferrari-derived variants in favour of a new mild-hybrid 2.0-litre in-line four-banger scoured from other sources in the Fiat Chrysler Automobiles (FCA) group. Still, this 4-cylinder puppy can churn out a respectable 330bhp and 450Nm of torque, which is sufficient to rock the century sprint in about six seconds. Keep your foot down, and the Levante can sprint to a top speed of 245km/h.

All Levantes feature dedicated all-wheel drive drivetrains coupled with a rear limited-slip differential, and while the 8-speed ZF gearbox does not feel as responsive as other competing DCTs, you still receive bouts of power each time a gear clicks into place, and the entire sensation makes the Levante engaging to operate. As a bonus, the thick metal pedal shifters have fantastic feedback and are nice to the touch.

This new powertrain also features a 48V mild hybrid system which works in tandem to help improve fuel economy. In practice, I did not really feel the aforementioned mild hybrid system working all that often, with the combustion engine tanking all of the load.

This means fuel economy isn’t all that great in the Levante. On my test, I averaged a reading of 5.95km/litre. But come on, with a burbly exhaust at your fingertips (or toes since it’s a pedal), why wouldn’t you want to hear that lovely tune each opportunity you get?

On the subject of exhaust notes, the Levante does feel a little lacking since it doesn’t have the baritone voice of a V6 or V8 equivalent, but it still puts up a good show in the tunnels.

As the Levante was set up to be a GT car, the steering is tuned more for gentle cruising rather than a track day. Electronic assistance is noticeably strong in this regard, and I sometimes felt that the front end was unresponsive when pushed hard. Though in the car’s defence, this setup makes the experience more comfortable as a whole, and the car would not normally be subjected to extreme cornering manoeuvres in the first place.

But, if you see a nice set of bends ahead and wish to throw the hammer down, the Levante is still composed throughout without feeling unruly. Its SUV heft does not bog it down through the corners, and the resulting understeer is fairly minimal.

For those who crave flamboyance

Cars like the Maserati Levante GT are born out of necessity. Automakers build them because people like them, and they act as additional revenue streams for other more intense models. The MC20 is a great example.

For some, the idea of a Maserati SUV is sacrilege. But, looking at the long line of SUV customers waiting for the next hottest thing on the market, it seems inadvertable that the industry is chugging in that direction.

Maserati was late to the SUV party, but the Levante has the stylistic flair and flamboyant appeal to make it an attractive model in this sector. This won’t appeal to everyone, especially those who wish for something more sensible and sterile. But, the Levante GT is an intriguing alternative to the clinical German norm.

Technical Specifications

Maserati Levante GT

Engine: 1,995cc in-line 4 L4, mild hybrid

Power: 330bhp

Torque: 450Nm

Gearbox: 8-speed ZF Automatic

0-100km/h: 6 seconds (claimed)

Top Speed: 245km/h

Fuel Economy: 9.4km/L (claimed)

Price: S$388,800, without COE (accurate at the time of this article)

Contact: Maserati Singapore

Photo Credits: Sean Loo (@auto.driven)

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The world of e-sports is now more lively than ever, and an increasing number of auto manufacturers are hosting exhilarating virtual championships. Toyota is a big player in this new sport, and the Toyota Gazoo Racing (TGR) GT Cup Asia 2022 has just concluded on an exhilarating note on Saturday, 29 October 2022. 

Enthusiasts from around the world witnessed 20 local qualifiers from Singapore, Malaysia, Thailand, Indonesia, the Philippines, Taiwan, and South Korea battle it out for the regional championship title, and more importantly, for a spot in the upcoming Global Finals.

Kicking off in Group A of the Regional Semi-Finals, Andika Rama M. from Indonesia dominated the race while defending champion Nathayos Sirigaya from Thailand finished in the runner-up spot. Still, that was enough to retain Nathayos’ title with a 74-point lead, emerging as the TGR GT Cup ASIA 2022 Regional Champion.

Andika came in second with 71 points, just 3 points shy from the top podium spot. Being the top two racers, both Nathayos and Andika will represent Asia in the upcoming TGR GT Cup Global Finals in November.

Aside from the generous line-up of Toyota race cars within the Gran Turismo 7 platform and newly introduced race conditions, the third season of the TGR GT Cup ASIA 2022 also showcases how Toyota is committed to making e-motorsports more accessible to everyone.

With life-like graphics and realistic game physics, the general public can now experience what it is like to blast race cars around an exciting track. Best of all, this can be done in the comforts of one’s home, without having to worry about traditional safety concerns associated with racing.

Even if one does not happen to own the necessary equipment, Toyota has established multiple roadshows across the year to let the general public have a go on their simulators. This is a win-win for all, and motorsport fans will definitely be in favour of this, as it means more people are exposed to the joys of racing.

As with previous GT Cups, prizes were awarded to the top three country teams and racers. Team Malaysia took home 1st place with 120 points, followed by Team Indonesia coming in at 110 points. Team Thailand completed the podium with 104 points.

If you are interested in re-watching the Regional Finals for TGR GT Cup ASIA 2022, you can check it out here.

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