by Karl Furlong
With its top speed of 203 mph, the 2022 Maserati Quattroporte Trofeo will keep the speedometer needle moving long after the BMW 7 Series and Mercedes-Benz S-Class are hamstrung by their more dignified electronic speed limiters. Along with the Ghibli Trofeo, this is now the fastest Maserati sedan ever. Whereas those German rivals have almost entirely transitioned to more controllable all-wheel-drive layouts, the Trofeo sends all 580 horsepower from its Ferrari-sourced V8 to the rear axle. Throw in its seductive looks, and what emerges is a fiery sedan in a segment that has traditionally prized restraint. Unfortunately, at the Quattroporte's steep price of close to $150,000, its focus on theater rather than substance is an issue. Its rivals are packed with more impressive technology, have interiors that are finished in superior materials, and are even more fun to drive. For better or worse, the Quattroporte Trofeo doesn't play by the rules of the full-size luxury sedan segment.
The available models in the Quattroporte range have been slashed dramatically for 2022 and there are only two RWD V6 trims left - GT and Modena - with the latter also offered in AWD. However, we review the normal Quattroportes separately and as for the subject of this review - the flagship Trofeo - very little changes for the new year. It's the only Quattroporte that is basically a carryover from 2021. The only differences are that the restyled Maserati trident that debuted on the MC20 appears on the Quattroporte from this year, the Nero (black) paint color has been discontinued, and the brake callipers are now available in yellow as well.
See trim levels and configurations:
3.8L Twin-Turbo V8 Gas
Shoppers in this segment are not known for their buzzing Instagram accounts documenting every mundane aspect of their lives via overly filtered pictures, but if there's one large sedan worth photographing against the backdrop of a setting sun, it's this one. The Quattroporte is a beautiful sedan and the Trofeo turns up the heat with its sporting additions, although not to the extent that it becomes tacky. The long, swoopy body, muscular haunches, and concave grille come together to create a sedan that still turns heads years after the original design was seen. The Trofeo specification includes 21-inch alloy wheels, and red detailing for elements like the side air vents and Trident badge located on the C-pillars. The front grille has a Piano Black finish and at the back, there are quad exhaust outlets. LED headlights are standard. The 2022 model bears the new, subtly restyled Maserati trident that debuted on the MC20.
The 4-door Quattroporte Trofeo boasts substantial proportions that only add to its presence. At 207.2 inches in length, it's a mere 0.2 inches shorter than the BMW 7 Series. With the side mirrors excluded, it's 76.7 inches wide, growing to 82.7 inches when the mirrors are in their usual position. The wheelbase is 124.8 inches long and the height works out to 58.3 inches.
At 4,409 pounds, the Trofeo's curb weight is 457 lbs less than the BMW 750i xDrive, which has a bigger engine and a heavier AWD system.
The Maserati Quattroporte Trofeo's launch color was an alluring green that suited the flashier nature of the sedan. Unfortunately for customers in the United States, the available exterior color palette is far more reserved - and there are even fewer this year. The only non-metallic color that remains is Bianco (white), with Nero (black) having been dropped this year. If you prefer metallic paint, there are four options: Grigio, Nero Ribelle, Grigio Maratea ($1,200), and Bianco Alpi ($2,950). Fortunately, the Quattroporte Trofeo doesn't need a daring color to stand out. There is also a choice of gloss-finish brake caliper colors in blue, black, silver, and red - as well as yellow from this year. However, only the red is standard and the other two will require an extra charge. Matte red anodized calipers are also on offer but will add to your bill.
The Quattroporte Trofeo's top speed of 203 mph sets it apart from its German competitors, which are typically limited to 155 mph. Of course, this figure is merely academic as you won't legally be able to reach it on any public road in the USA. Of more significance is acceleration, and here the Trofeo is rapid but not as quick as its competitors. The 3.8-liter twin-turbo V8 unleashes its 580 hp to the rear wheels exclusively, so the Trofeo isn't the easiest car to launch but it'll still get from 0 to 60 mph in 4.2 seconds. By comparison, the much cheaper BMW 750i xDrive with its more secure AWD system needs just 3.9 seconds for the same sprint. The new Mercedes-Benz S580 4Matic is also much cheaper and nearly matches the Trofeo with its 4.4-second effort. Upcoming AMG versions of the Merc and the BMW M760i will easily leave the Maserati behind. Make no mistake, the rear-wheel-drive Trofeo is a really fast car and once you've gotten off the mark, overtaking power is vicious. But it certainly isn't the quickest vehicle in this segment.
The Trofeo is powered by a Ferrari-derived 3.8-liter twin-turbo V8 engine that generates 580 hp and 538 lb-ft of torque. It's mated to an eight-speed automatic transmission from ZF. While a power plant from Maranello may lead you to believe that the Trofeo offers an intoxicating driving experience, the reality is rather different. For starters, there isn't much to get excited about sonically; the soundtrack is notably subdued from inside the hushed cabin. This gives it a much less immersive character than the Ferrari version of this V8, which uses a flat-plane crank in contrast to the Trofeo's cross-plane crank. Outside, the exhaust note is much meatier. Acceleration is undoubtedly strong and mid-range power is excellent, but the Maserati doesn't shove you into the seatback the same way the most powerful turbocharged V8s from Mercedes and BMW do.
The transmission doesn't disappoint, though. The ZF is as effective here as it is in many other cars, allowing you to take control via the delightful aluminum column-mounted paddle shifters or left it to its own devices, when it smoothly yet decisively selects the right gear at the right time.
Sending power to the rear wheels only, the Quattroporte Trofeo promises a purer and more old-school approach than its unruffled, AWD contemporaries. And indeed, it's all too easy to unsettle the rear end with a prod on the loud pedal, especially when hooked up to Corsa mode, which reduces the interference of the stability and traction control systems. Combined with direct steering, this can make the Trofeo rewarding to drive in the hands of a skilled driver, although you'll remain aware of its considerable size and weight. It's not as sharp of a tool as high-performance AMG and M sedans but it does feel athletic for its size.
On smooth roads, the Skyhook shock absorbers, double-wishbone front suspension, and multi-link arrangement at the back do a decent job of fulfilling the luxury car brief, especially in its normal driving mode where it is quite floaty. Wind and road noise are also kept from disrupting the calm in the cabin. Sport mode firms things without ruining the comfort. That said, the ride around town in this sport sedan isn't quite as polished as it would be in an S-Class.
Overall, the RWD Quattroporte Trofeo provides an admirable balance between driving enjoyment and relaxed cruising, without setting new benchmarks in either area. Chances are, unless you've driven it back to back with one of its rivals, you'll walk away impressed by the capable Trofeo.
The Quattroporte Trofeo is far from an efficient vehicle. EPA estimates will see it return only 13/20/16 mpg city/highway/combined. Even the BMW M5, with a much larger 4.4-liter V8, manages a better 15/21/17 mpg and the 750i xDrive does even better with 17/24/19 mpg.
With its 21.1-gallon gas tank, the Trofeo's range in mixed driving conditions is limited to around 338 miles.
The Maserati initially makes a great first impression when you step inside the cabin. The basic design may have aged but it blends sportiness and luxury together effortlessly. While there's no fancy digital instrument cluster aside from a more basic seven-inch TFT display, the analog gauges are stylish and clear to read, while the paddle shifters fall perfectly to hand. The latest infotainment screen is a welcome step up and the spaciousness of the interior will be appreciated by all occupants. That's the good news. Unfortunately, the overall quality of the materials doesn't live up to the expectations of the Trofeo's price tag and it certainly can't compete with the flawless Germans in this area. At least the standard feature count includes amenities like 12-way power-adjustable front seats, a heated steering wheel, and a 10.1-inch touchscreen interface for infotainment duties.
In the four main occupant positions, the Maserati Quattroporte Trofeo sedan offers luxurious seating and generous space. Headroom will only start to become an issue for those over six feet tall at the back but the legroom in the rear seat is excellent. Long doors also ensure that ingress and egress are accomplished gracefully. The middle rear-seat passenger will have to contend with an especially fat hump in the floor, restricting foot space. In front, power-adjustable seats with memory aids comfort.
Although we criticized the Maserati's build quality, there are admittedly specific areas of the cabin that are both nice to touch and to look at. For instance, the standard Pieno Fiore natural leather is suitably luxurious. The leather-wrapped steering wheel and aluminum paddle shifters are also well-executed. As for colors, the leather can be had in Nero, Nero with Rosso stitching, Nero with Grigio stitching, Nero with Cuoio stitching, or a flamboyant Rosso/Nero, whereby the lower dash, door panels, and seats are covered in red. For an additional cost, Zegna Pelletessuta leather upholstery is available in Cuoio/Nero, Nero/Grigio, or Marrone.
The high-gloss carbon-fiber twill trim suits the nature of the Trofeo but Piano Black wood is also available as an alternative. An optional Interior Carbon Fiber package will add carbon fiber door sills and paddle shifters in the same material.
At 18.7 cubic feet, you'll struggle to find another sedan with a larger trunk than the one in the Maserati. The space is especially deep and you can accommodate two large suitcases with room for a few smaller soft bags. For more space, you can fold down the back seats in a 60/40 split.
In the cabin, there are two covered cupholders to the right of the shift lever. One of these can alternatively be used as an ashtray. Another small space for a wallet is positioned on the center console, while the center armrest has deeper storage for slightly larger items. There are door pockets in all four doors and the rear fold-down center armrest houses covered storage and dual cupholders.
Maserati doesn't offer the same long options list as its German rivals so many features are already equipped by default. For starters, both front sport seats are power-adjustable in 12 directions and have both heating and ventilation. The steering column is power-adjustable, has automatic tilt-away, and is linked to a memory system to instantly recall your preferred driving position. Other standard items include a heated steering wheel, a hands-free trunk lid, paddle shifters for the transmission, push-button ignition, wireless smartphone charging, dual-zone automatic climate control, a rearview camera system, blind-spot monitoring, and forward-collision detection. An active driving assistant with hands-on wheel detection, adaptive cruise control, and hands-on wheel detection is included as well, while a surround-view camera system is available. Those sitting at the back have not been neglected and have access to power sunblinds for the rear windows. For an added cost, a four-zone climate control system can be fitted. While the feature count is good, it's less impressive in the context of the Maserati's huge price tag. Equivalent BMW and Mercedes models are even more lavishly specified for less money.
With the introduction of the Trofeo last year came an upgraded infotainment interface for the Quattroporte lineup. It's based around a 10.1-inch central touchscreen that offers Bluetooth, Android Auto, and Apple CarPlay integration. HD Radio, SiriusXM satellite radio, navigation, and a USB connection are all also included. To make up for the rather subdued engine note, there is a standard 900-watt Harman Kardon sound system with 10 speakers but it's possible to replace this with a 15-speaker Bowers & Wilkins surround sound system that dials up the power to 1,280 watts. This sound system will add $2,500 to your bill. You can control functions via touch, a physical control knob, or via voice commands. Overall, while not as slick as the latest MBUX interface in a Mercedes, the Quattroporte's infotainment system does the job it was intended to do.
The Quattroporte sedan has so far not been subject to any serious issues in 2022 but the 2021 Quattroporte was recalled three times - for a leaking fuel-line sensor that may cause stalling or increase the risk of a fire, a tire placard specifying pressures that are too low, and a malfunctioning automatic seat-belt locking retractor. Every Quattroporte comes with a four-year/50,000-mile limited warranty and 24-hour roadside assistance as long as this warranty is valid. A powertrain warranty runs for the same period or distance.
A crashworthiness review of the Maserati Quattroporte Trofeo has not yet been conducted by the NHTSA or the IIHS.
NHTSA safety ratings are not available at this time.
Nothing less than a full spread of active and passive safety equipment will do for a sedan in this segment. Fortunately, Maserati came to the party. All the usual safety systems like stability control, traction control, and tire-pressure monitoring are in place. A suite of seven airbags includes curtain airbags for both rows and a driver's knee airbag.
To prevent the likelihood of an accident in the first place, the Quattroporte Trofeo comes with forward-collision warning with automatic emergency braking, lane-keep assist, lane-departure warning, advanced brake assist, adaptive cruise control with Stop & Go, rear cross-traffic alert, traffic-jam assist, and blind-spot monitoring. Unnecessary and expensive damage to that shiny paintwork is less likely thanks to front/rear parking sensors and a rearview camera, as well as a standard surround-view camera system. The Highway Assist System reduces fatigue over long journeys by assisting the driver with braking and steering. Hands-on wheel detection and a system that monitors driver alertness are included as part of an active driving assistant.
Last year's styling tweaks, a 580-horsepower V8, and upgraded in-cabin technology can't entirely conceal the wrinkles of the Quattroporte sedan, especially now that a brand-new Mercedes-Benz S-Class is here. But, like so many other Italian vehicles, we admire the Quattroporte Trofeo's willingness to do things differently. In Corsa mode, with the windows down so you can properly hear that exhaust note, and with every flick of the delightful paddle shifters, the Trofeo feels like a more engaging vehicle than an equivalent Audi, BMW, or Mercedes. It's also easier on the eye than all of them. But at close to $150,000, it's impossible to look past the sometimes imperfect ride, the average quality of specific interior components, and the actual performance that doesn't match its rivals unless you're willing to go beyond 155 mph. The Quattroporte Trofeo doesn't make a lot of sense as a purchasing decision, and yet, something tells us that living with it every day won't lead to a case of buyer's remorse.
The high price of the Maserati Quattroporte Trofeo will unfortunately keep it at a disadvantage compared to its German competitors. Without any options, the MSRP is $145,900. That number excludes a destination charge of $1,995 in the USA.
The faster BMW 750i xDrive will cost you $103,000, or for just a little more, you can drive off in the big daddy M760i xDrive with a twin-turbo V12 at $157,800. The new Mercedes S580 costs $116,300 or, if you're really after a sporty and spacious sedan, a BMW M5 will annihilate the Trofeo and goes for $103,500. Essentially, you'd have to be a pretty big Maserati fan as there are many cheaper and more accomplished options.
There is just one standalone Maserati Quattroporte Trofeo that sits at the top of the normal Quattroporte lineup as the performance flagship. It has a Ferrari-derived 3.8-liter twin-turbocharged V8 engine with 580 hp and 538 lb-ft of torque, driving the rear wheels only through an eight-speed ZF automatic transmission. It can sprint to 60 mph in 4.2 seconds, on to a top speed of 203 mph.
On the outside, the Trofeo can be identified by its 21-inch alloy wheels, red fender vents, red detailing in its fender and C-pillar badging, and quad-exit exhausts. Inside, the seats are decked out in Pieno Fiore natural leather and the front sport seats are 12-way electrically adjustable, heated, and ventilated. Other highlights include aluminum paddle shifters (carbon fiber optional), gloss carbon-fiber trim, a power-adjustable tilting/telescoping and auto tilt-away steering wheel, and dual-zone climate control. There is a 10.1-inch infotainment screen with Apple CarPlay, Android Auto, and a Harman Kardon audio system. Four-zone climate control, even more luxurious leather, and an upgraded Bowers & Wilkins audio system are optionally available. Standard safety fare includes seven airbags, adaptive cruise control with stop and go, and blind-spot monitoring.
There aren't many options for the Quattroporte Trofeo so choosing your ideal specification isn't a laborious process. An Interior Carbon Fiber package goes for $1,100 and includes carbon fiber door sills and carbon fiber paddle shifters. Every other add-on is a standalone option, such as the Bowers & Wilkins sound system for $2,500 and the four-zone climate control system for $1,000. A light carbon fiber kit adds carbon fiber wing mirror housings and will cost $2,000. The Zegna Pelletessuta upholstery is lovely but will add $4,000 to the bill.
The biggest decision you'll have to make is whether it's worth choosing the Trofeo over one of its more affordable German rivals. Assuming you have decided to take the plunge, you may as well throw in the Bowers & Wilkins sound system and the four-zone climate control system, two options that will benefit both front and rear occupants. The Bianco Alpi metallic paint is gorgeous and the Rosso/Nero interior in Pieno Fiore natural leather guarantees attention. In total, our build comes to $151,350, not including the destination fee.
The smaller Maserati Ghibli offers Italian flair in a four-door sedan package but at a much lower price. The base Ghibli costs $78,000, not far from half the price of the Quattroporte Trofeo, and will reach 60 mph in 5.5 seconds. For just over $85k, the Ghibli Modena Q4 introduces an AWD system and 424 hp, and it's just half a second off the pace of the Quattroporte up to 60 mph. Of course, the Ghibli Trofeo has the same drivetrain as the Quattroporte Trofeo, but it's lighter, reaching 60 mph in four seconds flat. It's also a whopping $33,200 cheaper. Both cars have similar strengths and weaknesses; they're quick but not as quick as rivals, each has a similar infotainment system, and both lack the polish of the Germans. You'll go further on a tank of fuel in the Ghibli as its lighter weight makes it more efficient. However, the Quattroporte has more rear-seat space so is a better option for carrying anyone in the back. Being in a segment above, it's also a bit more comfortable than the Ghibli. There's no winner or loser here - it just depends on whether you want your Maserati sedan to be larger and more spacious, or smaller and at a much lower price.
As much as the latest Panamera is a more resolved design than the previous-generation model, it's still no match for the stunning Quattroporte. Immediately, then, the Trofeo springs into the lead. But that lead is mightily short-lived because the Porsche is a better-engineered vehicle in almost every aspect. Not only does the Panamera ride comfortably, but it's agile and sharp in a way that few other sedans of this size can match, and that includes the Maserati. While the Porsche could never be described as cheap, the Panamera GTS starts at over $15,000 less than the Trofeo and dynamically, it does pretty much everything better. It will reach 60 mph in 3.7 seconds and it is a joy to pilot, in part thanks to its fast PDK transmission. The Porsche also has a much more modern interior that's better built, although the Quattroporte is better for five occupants. One big downside is that Porsche charges extra for safety features that are standard on the Maserati. Despite this, we'd take the more balanced Panamera and save a picture of the stunning Quattroporte as our desktop background.
The most popular competitors of 2022 Maserati Quattroporte Trofeo: