The forward cabin is practically identical to that of the coupe, mixing upmarket materials with an appealing design. For the most part it is a success, although there are one or two ergonomic slip-ups. Most relevant of which are the less than perfectly comfortable seats. In the rear, as with the coupe, there are two individual seats, but these have been moved inwards by 42mm and raised by 40mm to make room for the roof mechanism .
Maserati claims that there has been no movement forward. While it is true that the GranCabrio will sit four full-sized adults, those in the back won’t be grateful for prolonged journeys. There is just about enough leg room, although taller passengers need to adopt a splayed leg position, but head room with the roof raised is tight.
Refinement with the roof up is generally good, with just a little wind whistle from the rear of the roof. Top-down buffeting is minimal too, but the raised rear seats are less protected. However, it is not refinement or accommodation that limits the CranCabrio’s four-up touring credentials, but luggage space. Such is the invasion of the roof and an additional torsion wall that the boot shrinks to a pathetic 173 litres.
The fact that the GranCabrio is not hugely different from the GranTurismo to drive is testament to the work Maserati has put in to ensure that structural rigidity isn’t excessively compromised. It also has rather a lot to do with the fact that the coupe isn’t exactly a nimble sports car in the first place.
Overall balance is good, as is grip, but the GranCabrio always feels a heavy car – which, at nearly two tonnes, it is. Maserati’s adaptive Skyhook suspension is standard and does a reasonable job of providing enough compliance to ensure that big bumps don’t upset comfort, as well as adequate agility. While body flex is actually pretty minimal, the GranCabrio is not immune to shimmy and shake over shorter, sharper intrusions, but no more so than any other large convertible.
We've said previously that the GranTurismo, even with the larger 4.7-litre engine, is brisk rather than seriously rapid. It's not that 443bhp and 361lb ft aren’t enough; it's more to do with where those figures are produced – north of 4000rpm – and the weight they have to move.
And so it is with the even heavier GranCabrio. If you want to press on you really need to work the engine – which is okay if you’re in the mood, but the Maserati lacks the effortless roll-on performance of the Jaguar XKR. The compensation is that it sounds sensational, even more so in Sport mode.
Should I buy one?
If you like the way it looks – and who wouldn’t? – and have the necessary £100,000, beyond the tiny boot there is very little reason not to. Not because the GranCabrio is perfect, but because really it has so few competitors.
Astons and Bentleys are more expensive, BMWs and Mercs probably don’t hold the same appeal, and the Jag XKR has nowhere near the same interior space. It could do with being faster and lighter, but for those attracted by its sensational styling, we suspect neither will be a deal breaker.