Is the Maserati Ghibli Hybrid a failure?

The hybrid version of the Ghibli, which appeared during the restyling of the Ghibli a few months ago, marks Maserati's entry into the er...

The hybrid version of the Ghibli, which appeared during the restyling of the Ghibli a few months ago, marks Maserati's entry into the era of electrification. A cautious hybrid in reality, since behind the name lies a simple 48V system and a modest four-cylinder engine. It remains to be seen whether the sacrifice is worth it. Our test drive.

Doing like everyone else and proudly displaying electrified versions is no longer just a fad, but a must since European administrations have decided to get involved in engine design. In short, the birth of a hybrid Maserati Ghibli was dictated by accountants and tax experts. Just like the forthcoming arrival of a 100% electric version of the MC20 supercar. Nothing new in itself, most manufacturers are faced with the same calculations.

The hybrid Ghibli is therefore the first step in this gram hunt. Paradoxically, it arrives at the same time as the Ghibli Trofeo powered by the impressive 580 hp V8 discovered in the Levante! These engines will probably owe their survival to the multiplication of electric or hybrid models, to compensate for the overall CO2 balance of the range. The Ghibli Hybrid is therefore a necessary evil, purists will say.

Hybridization of Faced

More than just a true hybrid that can be used for all-electricity, it is a case of advanced downsizing. Naturally, engine manufacturers have had to do a lot to maintain a level of performance and pleasure worthy of the name. Limiting breakage, in fact. Because on paper, the first "fiscal" Maserati has something to make you doubt: no V6, no V8, but a small 2-litre turbocharged 4-cylinder engine combined with a starter-alternator and a 48V on-board network. The first time such a small engine has been under a Maserati bonnet! Getting a few liters of unleaded at this price makes you fear the worst.

That said, the mechanical base is not unknown and is already doing good work under the bonnet of an Italian cousin. In the Alfa Romeo Giulia Veloce, this engine develops 280 bhp. Be careful, it has not been grafted as is on the Ghibli: Maserati engineers would have kept only the cylinder head and the engine block, everything else being specific. The addition of a starter-alternator and an electric turbo (called e-Booster) brings the power to 330 bhp, for a maximum torque of 450 Nm. The exhaust system and sound system have also been given special attention... The aim was to make the hybridization as painless as possible.

However, the first laps of the wheels confirm what we thought: the values are close to the smallest petrol V6 (350 bhp, 500 Nm), but the plume is far from being the same. This engine is nevertheless singing, quite demonstrative at a moderate pace. Those hoping for volcanic roar and rumble worthy of the brand's 6 or 8 cylinders, those familiar with the Trident's mechanics, will be at their expense. The others will undoubtedly find the Ghibli formidable, thus rigged. All the more so as this engine is willing to beat the clock. 0 to 100 km/h in 5.7 s: here again, the figure is close to the classic V6.

Still a real GT sedan

In use, it is therefore the feeling of a sweetened Ghibli that dominates. Even in Sport mode: relatively wise and linear as possible, slightly hampered by the 8-speed ZF transmission (fluid but not really fast), the 2.0-litre engine is more like a smooth ride. When mistreated, it rumbles in a raging, evocative but somewhat artificial and hardly elegant metallic grunt in a sedan of this stature. On the other hand, it's a nice, moderately-paced pleasure to drive. The engine is discreet, the gears are smoothly shifted, and without being a model of sobriety (for that, you buy a BMW 5 Series Diesel) its appetite remains rather moderate. You can easily maintain yourself at around 11.5 liters with a minimum of restraint. And as the kilometers go by, we tell ourselves that at least, this engine sips lead-free... Note that the hybrid will eventually replace the V6 Diesel (275 hp). It's a question of nobility, but let's bet that a hybrid will do less harm to this elegant Italian car than an oil-fired boiler, as an access version.

So the picture isn't so bleak. Hybridization even brings good news: a handful of kilos less (about 20 kg), and a slightly more favorable weight distribution. Marginal, of course, for a large sedan weighing exactly 1,878 kg. No heavy batteries to carry, unlike a conventional or plug-in hybrid system.

The Ghibli therefore remains an authentic Grand Touring sedan, with all that this implies in terms of handling, agility and dynamism. No miracle to be expected, with such a mass and 4.98 m long (more imposing than the very thin stroke of a pencil gives the impression). The suspension is still a little too soft, especially at the front end. But the precise road feel, the overall feeling of this propulsion, is much more lively than the very clinical German triptych. Admittedly, the Audi A6, BMW 5 Series and Mercedes E-Class dominate the niche and objectively do better than the Ghibli in all areas. For less money. But charm and originality remain the master asset of this atypical Italian car.

Maserati first prize

The arrival of the hybrid overshadowed the very discreet restyling of the Ghibli, which took place at the beginning of summer 2020. The facelift is light, limited to the grille and the contours of the headlamps, which have barely been revised. At the rear, the crooked cut-out of the lights is a nod to the 3200 GT... Nostalgic drivers will appreciate it.