2022 Maserati Levante Trofeo Review: The Angry Italian SUV
The mere fact that the Maserati Levante Trofeo exists makes us very happy indeed. Its Ferrari-derived 580-horsepower twin-turbo V8 is proof that the brand has finally been allowed to reach its full potential. Allow us to explain.
Maserati is the red-headed stepchild of the Italian automotive industry. Due to company politics, it has never been allowed to showcase what it's capable of. You see, if Maserati aimed too high, it would stomp on Ferrari's toes. Aiming lower wouldn't help either because then it would be at war with Alfa. That's why Maseratis have always been so… mediocre.
Nothing's worse than being middle of the road. A lousy car is fun to laugh at, and a genuinely epic vehicle allows one to wax lyrical. But what do you write about when a vehicle like the standard Levante is released? Sure it was stylish, and as a midsize luxury SUV, it wasn't the worst you could do, but the BMW X5 and just about any other rival had it beaten comprehensively. But now, with Ferrari power under the hood, it's ready to take on the big guns - not just the BMW X5 M, but the Porsche Cayenne and even the Lamborghini Urus. The Levante, it seemed, was just another in a long line of mediocre Maseratis. That is until the Trofeo model came along.
What's the Price of the 2022 Maserati Trofeo?
There is only one Levante Trofeo SUV model and it has an MSRP of $155,200, excluding the delivery and destination charge of $1,495 in the USA. It's steep, but it comes fully loaded from the factory. Even so, we have to put it into context. You could buy a brand new BMW X5 M and still have around $50,000 to splurge on optional extras before you reach the price of the Maserati Levante Trofeo.
2022 Levante Trofeo Exterior
Dimensions
| Length | Wheelbase | Height | Max Width | Front Width | Rear Width | Curb Weight |
|---|---|---|---|---|---|---|
| 197.6 in | 118.2 in | 66.9 in | 77.4 in | 64.4 in | 66.8 in | 5,070.0 lbs |
2022 Levante Trofeo Performance
Handling and Driving Impressions
Super SUVs are beloved for a good reason. They offer you the ability to carve up a canyon safely, feeling like a proper professional driver. The setup is the same across the genre; enormous power, massive brakes, adjustable suspension, and all-wheel drive.
We already know the Maserati has enormous power and all-wheel drive, but what about the rest? Well, the brakes are six-piston Brembos in front with a four-piston setup at the back. They bite hard when you need them to, but there's enough feel to stop it from being jerky in town.
In Corsa mode, the adaptive suspension is extremely firm, resulting in almost zero body roll. Unfortunately, the steering is a miss. As is the norm these days, it's an electric system. Most manufacturers in this league have figured out how to provide feedback via the steering wheel, but Maserati sadly hasn't perfected the setup here.
The adaptive suspension's comfort mode is the biggest disappointment. We'll admit that it must be tricky to tune a car for both comfort and speed, but most of its rivals have managed to do just that. The Levante is too stiff, even in Comfort mode. It's a pity because it's the main thing stopping the Levante from achieving true greatness.
At this point, we'd normally move on, but it's worth exploring the politics around this car a bit more. Alfa Romeo was also off its game for a while, and it too was relying on an SUV to put things right. Alfa did not care about its standing in the Stellantis hierarchy, and it aimed high. So high that it didn't just hit the mark but overshot it by a significant margin. It easily beats the Trofeo when it comes to providing a joyous driving experience - and for nearly $70,000 less.
2022 Levante Trofeo Interior
2022 Levante Trofeo Trunk and Cargo Space
Warranty
| Basic | Drivetrain | Corrosion | Roadside Assistance |
|---|---|---|---|
| 4 Years / 50,000 Miles | 4 Years / 50,000 Miles | 4 Years / 50,000 Miles | 4 Years / 50,000 Miles |
Verdict: Is the New Maserati Levante Trofeo A Good SUV?
Maserati likes to call the Levante the Maserati of SUVs. That's not the most brilliant piece of marketing we've seen because there hasn't been a good Maserati since the 2008 Quattroporte automatic. It has been a series of mediocre products built on the principles of platform sharing.
The Trofeo is our favorite current Maserati in the US, but it's not without flaws. The ride is appalling, and we can't forgive the obvious parts-sharing. Sure, it's the norm these days, but companies like Bentley and Lamborghini do a much better job of hiding their humble roots. Just imagine showing this car off to the neighbor, and he/she tells you they have the same touchscreen in their minivan. That's going to sting.
On the plus side, it is stupidly fast and handles like a sports car on stilts. You also get a lot of standard features, and you can brag about the Ferrari-sourced engine. We honestly want to love this car, and to a certain extent, we do. We adore the noise, those beautiful aluminum shift paddles, and the sheer speed.
The brain's logical part keeps repeating that it costs $155,200, which is around $37,700 more than the Modena S, which also has the same Ferrari-sourced engine, albeit detuned to 550 hp. Other super SUVs that are equally impressive and cost less include the Porsche Cayenne Turbo ($129,900) and BMW X5 M ($105,900). A Bentley Bentayga V8 is around $22,000 more. But perhaps the main thorn in the Levante's side is the Alfa Romeo Stelvio Q. Maserati's little brother did a superb job of building a performance SUV, beating the Trofeo in every department that matters, and at a price that's almost $70,000 less than the Trofeo. Out of all the downsides this car has, this one stings the most.
What Maserati Levante Trofeo Model Should I Buy?
Since there's nothing left to add to the car, apart from the four-zone climate control and carbon-fiber paddle shifters, we'd instead tell you how we'd spec it. We think it looks stunning in Blu Emozione with gloss-red brake calipers. The ride is already too firm, so it's best to stick to a 21-inch alloy, in this case, Gloss Black Staggered Anteo wheels. Our leather option is Rosso because if you're going to order a high-performance crossover with 580 hp, you need red leather seats. The no-cost carbon fiber paddles are tempting, but we'd stick with the standard aluminum paddles. As specced, the Trofeo is no more expensive than the standard listed MSRP of $155,200 excluding destination.
2022 Maserati Levante Trofeo Comparisons
2022 Maserati Levante Trofeo vs Porsche Cayenne Turbo
Years from now, the Porsche Cayenne will be used as a case study in business school. It saved Porsche from the brink of bankruptcy and turned it into a profitable company that produces stunning cars like the 911 GT3.
True to form, the Cayenne Turbo is a beast of an SUV. Porsche ditched the serious off-road kit after the first generation and decided to focus purely on making the Cayenne as good as it can be on-road. The result is the current Turbo, which comes with a 4.0-liter twin-turbo V8 with 541 hp on tap. It's only just beaten by the Maserati when it comes to the standard 0-60 mph time, requiring the optional Sport Chrono package to achieve its best-possible 3.7-second dash, but the Porsche rides and handles better. It manages to shrink around the driver and effectively disguises its weight. There isn't as much pantomime or drama in the Porsche, and at times it can feel too clinical. Porsche wins this battle thanks to the Cayenne's premium, bespoke interior. It's more spacious, luxurious, and attractive-this is an easy win for Porsche.
2022 Maserati Levante Trofeo vs Lamborghini Urus
If you're interested in the Trofeo, there's a good chance you have money to burn. Why not go the whole nine yards and buy a proper Italian steed? The Lamborghini Urus retails for more than $200,000, but you can see where the money goes.
The Rambo Lambo is powered by a 4.0-liter twin-turbo V8 that delivers whopping specs of 641 hp and 627 lb-ft of torque. It gets to 60 mph faster than the Trofeo, and it just rockets ahead to 190 mph from then on.
On the downside, the Urus is nowhere near as practical as the Trofeo. Its sloping roofline cuts into its rear headroom and trunk capacity. It's more luxurious, offering four-zone climate control, a 12.3-inch digital instrument cluster, and a dashboard that looks like it belongs in a supercar. The feel-good factor in the Urus is high. The Urus is the best interpretation of a high-riding supercar we've ever experienced, and it easily walks all over the Trofeo.