Maserati Ghibli SQ4

MASERATI Ghibli SQ4

The Ghibli model (named after the hot wind blowing across the Sahara) in its third generation is no newcomer to the European market. This model from the renowned Italian factory with over 100 years of history has been in production since 2013. Over those twelve years of existence, it has undergone several evolutions. I subconsciously resist the common term 'facelift' because, in the case of Maserati, it is not merely a design refinement of the exterior or interior, but primarily a series of changes that are not apparent at first glance. The ultimate evolution of this model is the Trofeo version with a V8 and 580 horsepower, now further spiced up by the limited '334' edition, with which this breathtaking eight-cylinder of mammoth strength is effectively bidding us farewell.

To dwell on the history of this world-famous brand or to provide a detailed breakdown of the Ghibli's appearance would be like 'carrying owls to Athens' (carrying coals to Newcastle). Much has already been said and written. So, let's look at the practical experience with what is, from my perspective, a unique car—specifically, a specimen from the 2015 model year, in its version before the aforementioned modernization.

Italian cars cannot be judged by objective criteria, and anyone who tries to apply them may be—and likely will be—disappointed. I dare say without exaggeration that it is not the driver who chooses an Italian car; it is the car that chooses the driver. This statement also implies that they are not for everyone. Not necessarily because of the price, which is comparable to its category, but primarily because of their character. They never were, are not, and I firmly believe never will be mainstream. And I am glad for that. Just try to remember how many Porsches, Audis, or BMWs in their sporty or luxury trims you encountered during your last trip through central Prague. And how many Maseratis? One, or perhaps none at all? Therein lies the answer and the charm. Those who want a great car, refined to the last detail, high-quality, powerful, and perfectly built, go to the aforementioned brands. However, those looking for something else will yearn for a Maserati. The magic of this brand also stems from the fact that it doesn't pander; it doesn't try to jump out at you from highway billboards, YouTube ads, television, or car magazines. In fact, many people don't even think of it—until they see its work on the street. Or... until they hear it! And here I would like to pause. If the Ghibli is far ahead of the competition in anything, it is that symphonic orchestra that the driver carries under their right foot. Yes, there are many powerful, sport-tuned sedans on the market that you know are coming from a distance. But a Maserati? That is on another level. Whether you like it or not, there is only one Vivaldi, and he comes from the Apennine Peninsula.

But let's go back to the very beginning. I would categorize the Ghibli among the more sober, perhaps even less striking models of this Modenese brand. It isn't overtly extravagant; it doesn't try to impress at first glance; its rear end is perhaps even austere and boring in some respects. You only begin to like it after some time. But once you do, you never stop. If you enjoy searching for beauty for a while rather than finding it easily, you are in the right place. Italian cars never broke sales records; Italian automakers were never as profitable as their German rivals. A sad illustration of this fact is the demise of the legendary Lancia, which we will focus on another time.

But now, let's turn our attention to the car we have at hand. I cannot begin other than by saying that not all Ghiblis are created equal. The customer has vast room for individualizing their car, whether it concerns the center console trim, leather colors, or stitching colors. It is surprising how dramatically the car's interior can transform. I had the chance to see a Ghibli with a purely black interior, and personally, I must recommend: choose anything else. Black robs the car of its elegance and fails to highlight the details that are certainly worth emphasizing. Although many people associate a light interior with an older, settled clientele, I must admit that the combination of leather in Sabbia (sand) and Marrone (dark chestnut), along with polished wood veneer and aluminum elements, is absolutely perfect. Add an Alcantara headliner in that same light shade, and I guarantee that even in bleak, grimy January weather, you will feel relaxed and in a good mood on board. The interior is a chapter unto itself. If we were to approach the car completely objectively (which a die-hard lover of Italian cars can only do with great self-restraint), we cannot avoid criticizing the outdated infotainment. The display responds with latency; the navigation resolution is obsolete by today's standards. The quality of the plastics and some interior parts is, frankly, appalling. It is incomprehensible why Maserati allowed itself to lose points so cheaply over something that plays almost no role in the car's price. These are things I simply don't understand—how an automaker can put so much work into high-quality leather upholstery, have the engine assembled at Ferrari, and then damage the whole with such negligence as using cheap parts from the corporate parts bin? It's like wearing rubber boots with a bespoke suit. 

But you didn't buy this car so that a giant dashboard-wide display could wish you a good morning from beneath a layer of dust and fingerprints, automatically pick favorite tracks from your phone, or bathe the door handles in captivating carnival-colored ambient lighting, did you? You chose it for its noble lineage, for the brand tradition that greets you with every touch of fine leather, for the sight of the sovereign Trident of Poseidon embossed into the headrests, and for the Italian elegance on board. And the fact that there's only just enough room in the back for children under fifteen or shorter passengers? Yes, that's true. From nearly five meters of length, one could certainly conjure more legroom. Even getting into the rear seats is somewhat uncomfortable. But believe me, once the engine starts, the children and even the taller guests in the back will instantly forgive you.

The driving position, on the other hand, is superb; there is plenty of room in every direction, and the controls are clear and exactly where they should be. For such a large car on the outside, the interior completely embraces you. The driver is separated from the passenger by a massive tunnel, beneath which is hidden the excellent eight-speed gearbox from the German firm ZF—the same one found in its German competitors. You start it with a button to the left of the steering wheel, much like the custom in cars from Zuffenhausen. Pressing it gives you goosebumps; on a sleepy Saturday morning, you are guaranteed to wake neighbors even a block away. The engine fires up with a bark and a roar. It soon settles into a very substantial and loud idle, which after about a minute suddenly calms down and drops about 20 decibels. Inside the cabin, its sound then becomes almost imperceptible, contributing to absolute serenity on board if you just want to relax on your way to work and give the engine some unpaid leave. Moving off is smooth, and in automatic mode, the gearbox shifts almost unnoticeably. In Sport mode, the transmission swaps ratios in 150 milliseconds. As an old-schooler, I'd like to find reasons to want a manual, but I can't. The gearbox also offers a sequential shifting mode—and in the correct orientation: downshifting by pushing forward. If you order the optional paddle shifters, you receive magnificent, filigree paddles made of polished aluminum. Shifting with them is a reward in itself. And believe me, you'll do it even when it's not necessary at all. This 'bad habit,' which your 80-liter tank will surely boycott, will take hold very quickly. It only takes two steps: pressing the SPORT button on the center console and lowering the window by at least two centimeters. What you hear with every downshift goes straight to the marrow, and you can feel the hair on your forearms stand up. I drove in the freezing January cold with the windows down and blue ears just for that acoustic explosion with every flick of the paddle. The sound is indescribable, elusive; you have to experience it to understand. Experiencing it once is worth more than hearing it a hundred times. The V6 sounds like classic V12s from Ferrari, giving you an unparalleled experience behind the wheel of a limousine.

The word 'engine' had to come up sooner or later; I was merely teasing you, not wanting to start with the fateful, determining heart of the car right in the introduction like everyone else. Yes, it is this phenomenal power unit with six cylinders in a wide V-configuration that completes the charisma of this car. The engine is manufactured at the Ferrari factory in Maranello. And this is not the first time such a perfect symbiosis of two legends has occurred. Regarding engine supply, Maserati and Ferrari shook hands twenty years ago. Yes, exactly—the Maserati Coupe ( Gt 4200, engine F136) Likewise, the legendary unit powering the Ferrari F430 found its way under the hood of the previous generation Quattroporte and the GranTurismo. In those cases, the displacement of the V8 rose from 4.2 to 4.7 liters. What didn't change, however, was the sound, the hunger for revs, and the massive pull whenever you got a cramp in your right foot. And also the fuel consumption climbing toward 30 liters… For the sake of completeness, it's worth mentioning that this engine also fought its way under the hood of the exquisite Alfa Romeo 8C—a car that was seemingly born a legend. But let's return to the V6 in our Ghibli. From a displacement of 2,979 cc, the engine produces 410 horsepower and 550 Nm of torque. The numbers alone look tempting. What defines them, however, is how they behave in practice. The power delivery is completely linear, despite the fact that the engine is fitted with two turbochargers. Turbo-lag is imperceptible to a mere mortal. The engine reacts lightning-fast to every movement of your foot. The power gradation is addictive, and you'll constantly want to push it above 3,000 RPM because that's where 'Mr. Engine' in his tuxedo stops being polite. In Sport mode, the exhaust flaps open at exactly 3,000 RPM, and the sound that follows is indescribable. You can play the exhaust like a musical instrument—hold the revs at 3,500, gradually add more, and sense that metallic roar that cuts off with a crack at the limiter, only to start the same theater again in the next gear.

The 'S' model, as Maserati designates the more powerful variant of its three-liter (it was also available in a weaker version of 257 kW/330 hp as a pure RWD), is in our case paired with all-wheel drive and bears the Q4 badge. Power distribution is handled by a transfer case from the Austrian firm Magna Steyr, and it does so brilliantly. Credit for the confident handling goes to the 50:50 front-to-rear weight balance and a limited-slip differential on the rear axle. The Italians really put in the effort here. A large part of the bodywork is aluminum. Conversely, where weight was needed to achieve perfect balance, steel replaced aluminum. The car's weight is not small—in the Q4 version, it's over 1.9 tons—but the Italians prioritized balance over total weight. And I believe they made the right choice. Even under hard driving, the car behaves properly; it's confident in corners, holds its line, and brilliantly suppresses hints of oversteer or understeer. You don't feel like you're driving a milk tanker, constantly having to manage weight transfers between the axles.

To round out the story, a few figures are needed. The Ghibli in SQ4 specification does 0–100 km/h in 4.8 seconds, reaches 160 km/h in about 11 seconds, and the speedometer needle crosses 200 km/h after 16 seconds. The strong pull continues up to about 250 km/h. And right here, where most competitors electronically give up, the Ghibli continues on to the 290 km/h mark. And admit it—whether you love Italian cars or just tolerate them—not every sedan can handle 284 km/h. And I'm leaving aside the aforementioned limited edition '334.' It is absolutely incredible that the V8 model can add another 50 km/h on top and stop at 334 km/h.

From my—I admit—biased perspective, the combination of Blu Emozione metallic paint (a shade inspired by the blue background of the coat of arms of Bologna, where the company was born in 1914 under the Alfieri brothers), red-painted calipers with the Maserati script in the brand's traditional font, and 20-inch Urano wheels with polished edges is simply fantastic. 

Finally, I have to mention one significant surprise this car pulls out of its sleeve: fuel economy. Naturally, as with any car, it's all down to your right foot. In a typical real-world mix of city traffic, B-roads, and motorways, the long-term average settles at around 12l/100km. Considering the engine's output and the car's heft, I'd call that a very respectable figure.To put it into perspective: if we playfully break it down, that's 2 liters of petrol per 500cc turbocharged cylinder every 100km. A comparable 2.0-liter four-pot with roughly 270hp should, by that logic, sip around 8l/100km. That's Megane III RS territory—and trust me, having lived with one for years (a fantastic car in every other way), you'll never see a genuine 8-liter average in the Renault. Especially not with a curb weight of just 1,380kg.The real shocker, however, comes on long-distance European treks. Averaging 8,3 l/100km on the run to Ghent , or an even more impressive 7,8l/100km from Prague to Verona ( see photo !), are numbers that make ownership a genuine breeze. Mind you, this was at a steady motorway clip of 130–150km/h, with the occasional spirited dash up to 250km/h. The engine's ability to remain so frugal earns my deepest respect. You have a massive reserve of power on tap, yet when you choose to cruise, it won't punish you at the pumps.

Photo: Filip Hron 2025