While Maserati definitely killed the right gearbox – the old automated manual lunged like an attack dog on upshifts – the six-speed auto isn’t the sharpest, with slushy reactions at low speeds and changes that feel leisurely compared with a dual-clutch automatic, or even the much more advanced ZF eight-speeder that Maserati says the next-gen coupé will use.
Steering is similarly old-fashioned, with the hydraulic assistance passing on the sort of low-intensity feedback that electric systems filter out as unwanted noise. The rack itself is low geared, meaning lots of arm twirling in tighter corners. Grip levels are respectable, but the MC transitions to gentle understeer as its high limits approach, with the engine lacking the grunt to do much to alter the car’s inclination at anything other than low speeds or very high commitment levels. The brake pedal feels slightly inert, too, and the steel brakes will start to fade under hard road use.
Somewhat perversely, the Granturismo MC uses fixed-rate dampers while the cheaper Sport gets adaptive units, and the range-topper feels their absence. Even on smooth roads, the MC is bordering on being too firm, and we suspect it won’t cope well with the greater challenge of battle-scarred British roads. There is still a Sport button, but this only alters the throttle map and gearshift mode. The Granturismo Sport doesn’t feel quite as well lashed down at speed, but its greater pliancy suits the Granturismo’s eponymous continent-crossing dynamic mission better.