Car manufacturers seem to have settled on a fairly consistent pattern with the average production life of most cars being around six or seven years, and what they sometimes refer to as a mid-cycle update, or a refresh coming about half-way through that. These days, the styling changes that are part of that update tend to be less than obvious, though they are usually there with changes to lights and reprofiling of bumpers, with the modifications more around upgrading the technology and in some cases the available engines, to comply with a combination of new and emerging regulations as well as perceived changes in customer expectation and demand. The update is also a chance to attract the interest of the motoring press who will provide coverage and test drives much as when the model was all-new. Equally typically, though there are other changes that occur with far less in the way of publicity. Some are simply detailed alterations arising from new parts suppliers or manufacturing process improvements, whilst others are perhaps the results of requests from marketing and sales to add extra features to make their car more competitive against newer rivals. Sometimes, the changes are little more than some new names to bring a car in-line with new thinking elsewhere in the range. All this is exemplified by the car under review here, a 2022 model year Maserati Ghibli GT, which I received as a service loaner from my chosen dealer whilst my 2021 model year Ghibli Granlusso was in for a service. The Ghibli, the smaller of two executive sports saloons in Maserati’s current range was first launched in July 2013 going on sale in the UK in early 2014. There has actually been more than one update to the car, with the first visual changes coming in mid 2017 when a new larger grille made its debut, along with the introduction of GranLusso and GranSport trim levels which combined different combinations of many of the items which had been on the options or configuration lists. The more significant changes came in 2020 for the 2021 model year with more in the way of a facelift, with new lights front and rear, and the replacement of the erstwhile Diesel model with a petrol mild Hybrid, and the addition at the top of the range of a thunderous V8 car named the Trofeo. Inside there were revisions to the instrument graphics and a new infotainment screen. Trim options remained much as before, with the Hybrid car available in standard, GranLusso and GranSport trim, whilst for the UK market, the V6 350 car was henceforth confined to the GranSport trim. Belatedly, perhaps because of still extant Covid restrictions, the UK press did get to sample these updated cars, but it was actually some weeks after I had taken delivery of my own Hybrid GranLusso that they published their articles. And that has been the last coverage of the model that I have seen, so the new badging on this test car and others in the showroom was not something that had caught my attention until I received this car. In essence, GT is now used to denote the start of the range, which means the petrol hybrid engine, Modena will be a mid range car, so the V6 petrol models and Trofeo sits at the top, the V8 cars. The Levante and Quattroporte adopt the same badging.  The visual changes really are very subtle. All models feature the new Maserati logo on the bonnet (included in the range from the MC20 onwards), new Trident logo on the C-pillar and refreshed lettering on the rear. There is also a specific trim level badge (bearing the wording “GT”, “Modena” or “Trofeo”) on the sides, just above the three iconic air intakes. The new Maserati lettering appears on the central screen as well, as does the “Trofeo” logo on the headrests for the top of the range car.

So, a new badge, but in almost all respects this was like stepping from a car that is very familiar having been one I have owned in its hybrid guise since the end of March 2021 and in previous diesel form since September 2016. Even a short test, which is all this was, going from the dealer in Solihull to the office in Warwick, and back was enough to prove that really nothing much has changed apart from the badge and the fact that some of the configurable choices, such as the colour (this one was the brighter Blu Emozione compared to my Blu Passione), the interior colour, the inlays and the wheel design were the only obvious differences. People are very surprised when I tell them that the mild Hybrid is actually only a four cylinder, as they tend to expect that there should be two if not more than four cylinders under the bonnet. It is a 2 litre unit, and puts out a very healthy 329 bhp. The hybrid assistance is just that. You are not aware it is there and the car needs the petrol engine at all times. The system comprises a 48v battery, that sits under the boot floor, as well as a belt starter and an eBooster unit that gives the powertrain a zap of performance at low revs, as well as better economy and most importantly, lower emissions than would otherwise be the case. Having lived with this unit for eighteen months, I can certainly vouch for the economy of the system. I regularly achieve around 40 mpg, which is comparable to what was possible with the previous diesel engine, and is a considerably better figure than owners report is typical in the V6 350 petrol car. That car, which I did test before selecting the hybrid does have 21 bhp more, and yes it does sound better but the economic make it hard to justify and Maserati UK have found that people who want more power than the hybrid model are actually more inclined to go for the S model which gives up nearly 100 bhp more. How much of that extra power you can really use in everyday motoring is a bit debatable, as the performance achieved from what is now called the GT is pretty lively, especially when you consider that this is a big and heavy car. There is a pleasant note to the engine when you start it, thanks to a special exhaust system with a separate chamber much like you get on an Abarth, and under hard acceleration there is a nice roar which is evident enough without being in the least bit annoying. In reality, though this is a car that scores highly on refinement, proving pleasingly smooth for a four cylinder and with low noise levels when cruising at a steady speed, engine wind and road noise sources all being well supressed. At 70 mph, the car is doing just 1800 rpm. There is an 8 speed ZF gearbox which is combined well with the engine. Gearchanges are very smooth and almost imperceptible. The upper ratios are intended primarily for steady speed cruising, but there is still decent acceleration available without having to be brutal with the accelerator pedal. Paddles are an option which I did not select for my car, largely because I rarely use them anyway, but they are particularly large here and when I tested a car with them, I found them to be in the way of the column stalks. This is definitely a car that could be used for a very long journey, as the combination of the 80 litre fuel tank and that 40 mog economy means I have regularly seen ranges of over 600 miles from a full tank.

Maserati did make some other changes to the Ghibli with the 2020 update, the most notable being a new electric power steering system, EPS which replaced the former hydraulic setup. Like so many cars that have made this change, it has been introduced to allow the integration of new Advanced Driving Assistance Systems (ADAS) like Highway Assist, Lane Keeping Assist and Active Blind Spot Assist; together with Adaptive Cruise Control and Traffic Sign Recognition. These features are all available in the Driver Assistance package. The steering is not overly light, though no-one is likely to call it heavy, which means that the car is easy to manoeuvre in parking situations, but there is still decent feel when out on the open road. The Ghibli has near 50/50 weight distribution and the combination of this and the carefully designed independent suspension means that it handles well. There is lots of grip and body roll is kept to a minimum. It is a big car and so is not as agile, as say, an Alfa Giulia, but you probably don’t expect it to be. You have the choice of tyres on 19, 20 and 21” wheels. My own car rides on 19” wheels, but I’ve also driven vars with the 20” wheels (and the earlier 18” wheels which came on some diesel models) and there does not seem to be much of a difference in the ensuing ride, it proving generally quite pliant and comfortable. The diesel models were heavy on tyres especially the rear ones, struggling to last more than 10,000 miles, whereas the hybrid card does much better, with mine still on the originals all around after 20,000 miles, which will be a relief given the fact these are not cheap. The rear tyres are a different size to those on the front so you cannot swap them around.  The brakes are powerful, and although in 7 years I’ve never had the occasion to give them the ultimate test, I don’t believe they would be found wanting. There is an electronic handbrake which sets and release automatically. Visibility whilst on the move is generally good, but this is a big car and so parking it is not that easy. There are parking sensors fitted as standard front and back, and I quickly regretted not paying extra for the rear camera on my diesel car, so it was something I really wanted for the hybrid and would recommend it to anyone as it does making judging the back end a lot easier. You do need to remember that there is a long front to the car, too.

The inside of this GT looked very familiar, so this is one car that, once I had adjusted the seats and mirrors, I could drive instantly without having to try to figure things out. In fact, everything is pretty intuitive anyway, without the complications that ensure from more recent designs with more and more stuff relegated to sub-menus in the touchscreen. The overall interior ambience is one of the things that impresses everyone who looks at the car and for many this will be one of the reasons for selecting a Ghibli over the much bigger-selling German opposition. An interestingly sculpted, leather-sheathed dashboard, sumptuously upholstered seats and an aura of fine Italian craftsmanship make for a particularly inviting environment, as has long been the Maserati way. The press continue to complain about some interior component quality, and I continue to wonder which unspecified items they are objecting to, as to my eyes this is a nicely presented interior which certainly feels special, even more so in the posher trim such as the GranLusso I own where there is more use of leather on the dash and the door casings. Even here, where it was not so generously applied, and with black seats, the interior still looks rather classier than any BMW or Mercedes. The instrument cluster shape has not changed but the 2020 facelift did see alterations to the two main dials, with new and more modern looking crisper graphics in use. The digital display between them, selected by using buttons on the right hand steering wheel spoke remain, and these show trip data as well as service needs, tyre pressures and any warning messages. There is still a single column stalk, with wipers operated by twisting the end. Lights are on a rotary dial on the dash to the right of the wheel. Top centre of the dash is a lovely analogue clock, something of a Maserati tradition. Beneath this is the newly revised infotainment screen. This has a slight curve to the bottom and it uses new graphics and a new menu structure. The 2020 update brought with it a new Maserati Connect program, which enables a constant connection with the car: the information exchange continues when on the move, to improve the services offered to the driver. As well as updating the software packages, the system performs checks on the car and monitors the Safety Security services in emergencies. The Maserati Intelligent Assistant multimedia system was also an update on what had gone before, based on digital inputs from Android Automotive, delivering a User Experience fully customisable to the driver’s personal preferences. The multimedia system’s HD screen, with new graphics, more user-friendly and without surrounds, increased in size from 8.4” to 10.1”. Most of the 2020 changes were welcome, and I quickly adapted to them when I got my car in 2021, though the removal of some of the selection buttons in the centre console means that to change radio selection you either need to use the screen itself or the repeater buttons on the back of the steering wheel, which are sometimes a bit reticent in operation. The navigation system is good, and the new feature which shows average speed through a camera controlled section is really useful. There are the same buttons for the dual zone climate control as before, set below the screen.

The seats look sumptuous and inviting, and they certainly prove to be very comfortable. They all have fully integrated headrests. Full electric adjustment is now standard on the GT, moving in 6 different ways as standard, and optionally in 12, so it would take someone of unusual proportions for them to fail to get comfortable.  Seat heating is a cost option on the GT, standard on the Modena and Trofeo. The steering column also has electric adjustment.Although this is a big car, there is perhaps not quite as much space in the back as you might be expecting. There are three rear belts but the reality of a sizeable central tunnel and a console unit which extends well back mean that a middle seat occupant will feel a bit squeezed. Leg room will depend on how far back the front seats are set. I have the seat well forward leaving a lot of space behind me, but front seat occupants with longer legs will not be quite so understanding to those in the back. There is a drop-down armrest with cupholders in the upper surface and there are pockets on the back of the seats and on the doors.

The boot is a good size, the capacity quoted as 500 litres. It is long from front to back and wide, and the rear seat backrests drop down for extra length if needed. There is a useful net at one side to hold odds and ends and there are retaining hooks for securing smaller items. The battery system uses what space there had been under the boot floor, where a space saver tyre could be fitted and where the diesel cars had their AdBlue tank. Most should find the available boot space sufficient, even though it is not as big as you will get in say an Audi A6. Inside the cabin there is a good sized glovebox, some relatively slim pockets on the doors, and a very deep cubby under the armrest which will take half a dozen standard size bottles of water as well as a couple of cupholders under a lidded cover in the console where you will also find another small lidded area. In front of the gearlever there is another lid and behind this, part under the bottom of the central part of the dash, there is wireless phone charging.

The names of the 2022 range changed but the essence of what was on offer did not. GT models, available in standard and Sport guise, have the 2.0 mild hybrid engine, Modena badged cars come with the 3.0 litre V6 350 or in Modena S guise the 430 bhp V6 and the V8 engined 580 bhp Trofeo sits at the top of the range, all of them for the UK market sold with rear wheel drive, as the Q4 all-wheel drive system, not being offered here. The GranLusso and GranSport badging has gone, but the reality is that the new Sport version of the GT and the former GranSport are essentially the same. What is missing is the equivalent of the GranLusso, though you can achieve the same sort of effect from the options lists. You will probably want to raid a few things from the options list of the standard car, as it comes on 18” wheels, for instance, which do look on the small side and you may want full 12-way electric adjustment for the front seats which comes on the Modena but is only a 6-way adjustment on the GT. GT models have bi-xenon headlights as standard as opposed to the adaptive full-LED matrix headlights, developed in collaboration with Magneti Marelli Automotive Lighting which are standard on the Modena and Trofeo. Compared to bi-xenon lights, LED technology offers 20% more visibility, light 32% cooler and double the bulb lifespan. The adaptive full-LED matrix headlights illuminate the road for a distance of up to 195 metres (55 m more than bi-xenon) and include a front camera to dip the high beams. I have these on my car and would willingly pay extra for them, as they are superb and make a huge difference for night driving.  Modena trim includes a Sport-specific bumper with Black Piano inserts, Modena badges on the wings, optional black grille finishing and 20” Urano machine-polished alloy wheels with red calipers as well as sport seats and electronic skyhook dampers. Also included is 12-way electric adjustment for the seats with two memory settings, an electrically adjustable steering column and more leather on the dashboard and soft close doors. An optional Exterior Carbon Package is something that will tempt some (though not me!). This includes door handles, exterior door mirrors, B- and C-pillar covers, front splitter and the rear spoiler all finished in carbon. As with all cars at this price point, there are plenty of options, and you can choose between a number of – rather sober, it has to be said – colours for the outside, and have the choice of several different finishes for the trim inlays. The Radica open pore wood remains my favourite, but others will prefer carbon fibre or gloss black. The Trofeo sports a number of external embellishments, which include carbon fibre finishes, 21” alloy wheels and red brake calipers. The interior is exclusive, with sports seats in “Full-Grain” natural leather. Maserati are especially pleased with the Harman Kardon Premium sound system that is standard in the Ghibli Trofeo, which features 10 speakers and a 900-W amplifier. Extra wattage compared to the standard system, the black grille on the door-mounted woofers with the Harman Kardon logo, the new 12-channel amplifier and the high-performance subwoofer guarantee the best possible combination of acoustic power and clarity of sound. For those who want even more, Maserati offers the superlative Bowers & Wilkins surround sound system, equipped with 15 speakers, a 1,280-W amplifier and the perfect QuantumLogic™ Surround Sound configuration. The Bowers & Wilkins surround sound system features a 100-mm Kevlar central cone for midrange sounds and three 25-mm tweeters in the middle and sides of the dashboard. The front doors host a 165-mm woofer and a midrange speaker with a 100-mm Kevlar cone, whereas each rear door houses a 165-mm Kevlar woofer and a 25-mm tweeter. Two 100-mm Kevlar midrange speakers and a 315 x 200-mm subwoofer have been added to the rear deck. Modena and Trofeo models have electrically assisted door closing.

Although still a relatively rare sight on British roads, eight years after launch, Maserati have actually sold well over 100,000 Ghibli models globally. That is a drop in the proverbial compared to the German rivals of this size, of course, so this remains something of a niche choice, not entirely helped by the fact there are only a few UK dealers. UK press reviews have not been particularly effusive, calling out issues, some of which, such as interior quality, I struggle to understand. I think it is because they are expecting this car to be more similar to the volume-sellers of the class, but those cars’  priorities lie with facets that Maserati have chosen not to prioritise. This is not some out and out brash executive car with an unbearable ride – which is exactly how the most sporting looking Audi, BMW and Mercedes models come across – but rather it is a car that majors on style and comfort, but which actually is not wanting when it comes to time behind the wheel and which actually does feel special, but just because of the badge, but precisely because you don’t see them all over the place. It’s a formula that has worked well for me and was the reason why I replaced my first one with a second Ghibli, and eighteen months into the ownership of that one, is a choice about which I have no regrets. The Ghibli Hybrid has proved to be everything I was hoping for. It goes well, notably faster than the Diesel model and solves the twin problems with the Diesel of the need for one refill of AdBlue between major services (a pain as it was effectively impossible to do the job yourself) and the diesel rattle on start up. The cosmetic changes endowed the car with a fresh look and the new infotainment system is a definite improvement. The car attracts positive comments wherever I take it and impresses all who ride in it. It made quite an old design by market standards now, and probably does have that long a production future ahead of it, but if you fancy one, the latest GT is just as desirable as ever. I love it!