Lexus RC VS Maserati Granturismo
Lexus RC
Likes
- Smooth, effortless V6
- Better looking than before
- Tweaked chassis feels good
Dislikes
- Thirsty
- Useless rear seats
- Heavy
Maserati Granturismo
Likes
- Beauty: of course
- Brawn: more than expected
- Brains: tech that enhances comfort
Dislikes
- Supercar expensive
- Australian tax system that makes it that way
- A more generous warranty please
Summary
Lexus RC
It's 2019 and the Lexus RC has been with us for four years which means it's time for a mid(ish)-life update. A glance at the specifications and tech details for its very low-key, late 2018 arrival suggests not much has changed. And let's be fair, it hasn't.
The mild refresh has brought a few changes in spec (in the right direction), price (the wrong direction, but few things are free in this life), and styling (you be the judge).
| Safety rating | |
|---|---|
| Engine Type | 3.5L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 9.4L/100km |
| Seating | 4 seats |
Maserati Granturismo
How much would you pay for an outstandingly beautiful grand touring coupe with supercar performance?
Costing as much as a one-bedroom inner-city flat, the new-from-the-ground-up Maserati GranTurismo possesses seductive styling. When you’re chasing the exquisite Porsche 911 Carrera 4S and Bentley Continental GT, you need every asset available, and then some.
Which brings us to the 2024 second-generation (M189) range.
Adding to a stunning back-catalogue of gorgeous Maseratis that stretches back even further than either of its opponents above, does the latest GranTurismo have the brains as well as the brawn to match its stunning beauty?
Let’s dive right in.
| Safety rating | — |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | 2 seats |
Verdict
Lexus RC7/10
The RC's time on my drive was preceded by a cheaper, V8-powered Mustang, so it was fascinating to compare the Japanese approach to the American. They're not really competitors, obviously, but the Lexus' ability to cosset the driver while still showing a good turn of speed was an interesting counterpoint.
The 2019 RC350 isn't a step-change - if you want one of those, double your money and get the delightfully nutty RC F - but the changes inside, outside and underneath will certainly please the fans even if it doesn't bring in new ones in huge numbers.
Does anyone still even notice luxury coupes? If you do, is Lexus even on the radar?
Maserati Granturismo8/10
There’s a famous line in a Hollywood movie that somebody’s ego is writing cheques their body can’t cash.
In the GranTurismo’s case, its agility, performance, ride, handling and overall refinement means it absolutely delivers on the promise of the stunning styling.
Of course, this review is a first taster only, even if it is on one of the most challenging race circuits we know. And, as such, we cannot wait to finally drive the GranTurismo outside on Australian public roads.
Which, by the way, will be all the more beautiful because of it.
Design
Lexus RC7/10
As a whole, I've always thought the RC to be handsome, but the headlights - as on the IS - always made me wince a bit. There's too much going on, which is weird because the rest of the car is very easy on the eye.
As is common with a mid-life facelift, the work all happens at the front and rear. There's a revised bumper, tweaked mesh pattern in the spindle grille, and a much better looking set of headlights - with much cooler LED daytime running lights and headlights. They're still a bit much, but they're not jarring.
The rear is a little cleaner but I reckon it didn't need much work. Along with new wing mirrors from the gorgeous LC coupe and new wheel designs, it's a subtle update, but a good one.
Inside is little-changed, which is good and bad. A new brushed-aluminium dash inlay, a new (naff) analogue clock, and not a huge amount else. The switchgear has a lovely damped feel, nothing clicks or snaps and it really is very serene indeed. Few cars can match a Lexus interior for feel and touch.
Some of the design decisions are confusing, though. A rotary dial to change driving modes looks more like it should be used to control the media system, and the media system's touchpad is really annoying.
Maserati Granturismo10/10
With a long bonnet and centralised, cab-backward silhouette, the new GranTurismo is built on a highly-modified version of the Stellantis Group’s Giorgio platform, which debuted with the BMW 3 Series-sized Alfa Romeo Giulia sedan back in 2016 and also underpins the Stelvio SUV.Â
In this application, it has been redesigned as a modular architecture to accommodate, among other things, electrification. The resulting Folgore (Lightning) electric vehicle version will arrive in Australia during 2025.
Compared to before, the design is all-new, with a body that is slightly longer and wider than before; it features over 65 per cent aluminium, weight distribution is 52/48 per cent up front/rear, and the aerodynamics are honed to maximise efficiency, especially for the Folgore. The latter’s drag coefficiency of 0.26 – 0.02 better than the Modena/Trofeo.
Here are the key dimensions: 4959mm long (+78mm), 1957mm wide (+42mm), 1353mm tall (same as before) and 2929mm wheelbase (-20mm).
Maserati claims it invented the grand tourer with its post-war A6 1500 coupe of 1947. Since then, a variety of timeless designs have been released, with beauty always being the priority… and the GranTurismo nails it.
Practicality
Lexus RC6/10
As ever, a sports coupe is the not the place to consider starting your DIY career, but front seat passengers luxuriate with plenty of space. A good-sized glove box joins two cupholders in the centre console which also has a decent-sized bin for hiding things, as well as a sensible place to put your phone (no wireless charging, sadly).
Rear seat passengers have very little space for their limbs or heads but at least the seats are comfortable. Two more cupholders back there, but really, nobody will use them.
The boot is a very useful 423 litres.
Maserati Granturismo7/10
Long, low and wide. These are prerequisite proportions for a traditional grand touring 2+2 coupe, and with them come traditional packaging compromises.
With a near 3.0-metre wheelbase, there’s tonnes of room for legs, shoulders and even heads if you’re willing to sit nice and low, though the lush ambience is more cosy than coastal because of the accompanying broad centre console.
The dual central screens look like an open tablet, and it’s perfectly sized and easy to use. Same goes for much of the controls, while the driving position is, thankfully, first class. Just like the fit and finish.
Beating Mitsubishi’s TR Magna to the punch by decades, there’s an analogue clock perched above the centre vent outlets, which is digitalised and contains performance telemetry as per Porsche’s equivalent.
Vision is a little limited by the fat pillars and upswept window line but the big screens help. Storage is okay, and access to the rear is only for the very young, very fit or very limber.
Two more seats out back provide snug comfort, but the GranTurismo really is all about the ones up front. Overall, the cabin design’s restrained modernity matches the exterior’s styling philosophy down to a tee.
Further back, the boot lid opens electrically because why not, revealing 310 litres of cargo space. The rear seat doesn’t fold, but there is a ski-hatch into the cabin for broomsticks and some such.
Speaking of flying high, let’s take a look at the other side of the GranTurismo.
Price and features
Lexus RC8/10
While you can have an RC300 in the mid-sixties, the F Sport starts at $77,529, $200 extra than before. On the face of it, it doesn't look like amazing value, but get a Euro competitor and you'll be paying more.
You get 19-inch alloys, a 17-speaker stereo, four-wheel steering, dual-zone climate control, reversing camera, front and rear parking sensors, active cruise control, auto LED headlights, auto wipers, sat nav, electric heated and ventilated front seats, leather everywhere, a limited-slip diff, variable ratio steering, adaptive dampers, keyless entry and start, and an improved safety package.
The 17-speaker stereo is a treat but the media system is not; controlled from the console by a touchpad, it's hard to use and a pain to navigate. It has Bluetooth and USB connectivity with terrific sound, but it requires patience to operate - which includes the time to get the required qualifications (okay, slight exaggeration). And there is no Apple CarPlay or Android Auto to take the edge off. Pity.
Maserati Granturismo8/10
Beauty like this does not come cheap. What Italian supercar does?
The Modena is the base grade, kicking off from an Australian luxury-tax addled $375,000, before on-road costs, while there’s also the top-of-the-line Trofeo, from $450,000.
This puts the GranTurismo smack-bang in the middle of several other high-end 2+2 sports coupes besides the 911 and Conti GT, such as the Aston Martin Vantage, BMW M8 Competition and Mercedes-AMG GT.
Clearly, privilege brings the luxury of variety.
Now, as you’d probably expect, the GranTurismo is a pretty lavishly presented and equipped proposition.
Yet it’s the sheer modernity of the Torinese icon that might catch you by surprise – until you learn there’s also a cutting-edge and completely electric Folgore version also coming to Australia sometime mid-next year.
There’s a sense of that thinking with a pair of sizeable digital display screens – one ahead of the driver and a 12.3-inch touchscreen to the centre, sat above a smaller, 8.8-inch climate control display like an open tablet.
You’ll also find sumptuous leather, a 360-degree camera view, a head-up display, a digital rear-view mirror, high-end premium audio with 14 speakers and an Android-based multimedia set-up offering Alexa assistance, ‘Hey, Maserati’ voice-control and even a Wi-Fi hotspot.
It’s the repurposing of the traditional analogue clock perched up on top of the dash as both an analogue-look timepiece and performance telemetry screen that best juxtaposes the classic with the contemporary.
That, and the long list of adaptive driver-assist safety systems, which will be spelled out in more detail in the safety section below, as well as the standard air suspension and adaptive dampers. All underline the GranTurismo’s security, luxury and comfort yang to its supercar-performance yin.
Still, regardless of how many more features or more performance the Maserati’s competitors may have over it, the GranTurismo possesses one luxury no other quite manages as naturally and that’s supermodel looks.
Under the bonnet
Lexus RC7/10
The RC350 packs Lexus' creamy 3.5-litre, naturally aspirated V6, a step up from the RC300's turbo four-cylinder. Power remains at 232kW/380Nm, driving the rear wheels through an eight-speed torque-converted automatic.
The RC350 cracks the 0-100km/h sprint in 6.3 seconds, which isn't bad considering it's a hefty beast at over 1700kg.
The RC300's turbo four spins up 180kW and an impressive 350Nm if you're keen to save a few dollars upfront and on running costs.
Maserati Granturismo9/10
So, no more Ferrari-sourced V8, eh?
Yet, it’s not just a sexy body that Maserati has mastered, because this particular 2992cc 3.0L twin-turbo V6 is pretty-much exactly the same engine as you’ll find in the company’s MC20 supercar, give or take a bunch of outputs.
Called the Nettuno, it isn’t quite in the performance league of the GT’s mid-engined two-seater sibling, but with 365kW of power and 600Nm of torque in the Modena and 45kW/50Nm more in the Trofeo, it’s a spine-tingling symphony of speed and total jailbait… especially given the latter’s 320km/h maximum velocity.
That’s 18km/h quicker than the standard tune, and the Trofeo also shaves 0.4 seconds off the 0-100km/h sprint time at just 3.5s flat.
Either engine, though, feels terrifically quick and smooth and no doubt that’s aided by what must be one of the world’s greatest automatic transmissions in the eight-speed ZF unit. It sends drive to all four wheels.
Given the length, girth and opulence, a kerb weight of just 1795kg is outstanding, allowing a power-to-weight ratio of 203kW per tonne in the Modena and a knockout 228kW/tonne in the Trofeo.
To help keep all that in check, the GranTurismo also deploys double wishbones up front, a multi-link independent rear suspension set-up, along with the aforementioned air suspension – which is a nice nod to history as French carmaker Citroen used to own Maserati.
Anyway, the active suspension works in tandem with the four self-explanatory driving models fitted – 'Comfort', the default 'GT', 'Sport' and 'Corsa' (track).
Efficiency
Lexus RC6/10
Lexus says the 350 will manage 9.1L/100km on the combined cycle but I scored a rather less convincing 12.8L/100km. Again, that's probably not bad considering its weight. The tricky dash display had me thinking it was an amazing 7.8L/100km, but it was km/L...
There is no stop-start, cylinder-on-demand or battery regen tech to save fuel - features its European rivals all have at least one of.
Maserati Granturismo8/10
You know, for a super coupe that can easily exceed 300km/h, the GranTurismo is pleasingly efficient, with a combined cycle average figure of 10.2L/100km.
Top that 70L tank with premium unleaded petrol, and you might even average over 680km between refills if you can restrain yourself from poking the bear under the bonnet.
How? Clean aero efficiency, along with that predominantly aluminium body that helps keep the weight down to under an impressive 1.8 tonnes.
Which all bodes really well for 2025’s Folgore EV version, which can also hit 100 in 2.7s on the way to 325km/h. Bring that on!
Driving
Lexus RC8/10
As it has ever been, the RC350 is one smooth, smooth ride. Even the way the doors open is relaxing: swinging wide open like the hinges are made of butter, (except butter that doesn't melt or sag). Look, I'm trying to avoid saying smooth again.
Engine start-up is barely audible and while pottering about the engine remains just as subdued. It's up to the digital dashboard, with its instruments clustered into a single dial with a digital speedo, to let you know what's going on. Few cars outside of the Lexus stable are this relaxing to drive.
What I don't remember from the last time I drove an RC was all-wheel steering. Either I wasn't paying attention or Lexus snuck it in - but it really makes a difference. It's not as aggressive as, say, the bonkers RC F or Renault Sport Megane, it's just there to help bring the heavy car around. It also seems better sorted than the same system in the bigger LC500. And the steering's variable rack works well with it as a partner, too.
The RC's adaptive suspension is so good at what it does. It never over-tightens the suspension but does make a difference in Sport+. It's not really in the 350's nature to take it out for a good thrashing, but it's certainly capable - if held back a little by its portly kerb weight and soft brake pedal feel.
Maserati Granturismo9/10
Though it has been modified by what may be an almost unrecognisable amount by Maserati’s engineers, using Stellantis’ Gorgio architecture that first appeared in the magnetic Alfa Romeo Giulia of 2016 and then utterly seduced in the flagship Quadrifoglio version is a great place to start.
Now, we’ve only tested the all-new GranTurismo (GT from here on in) coupe around the fast and challenging Tailem Bend race track near Adelaide, so cannot speak of its behaviour on Australian public roads.
But what we experienced was an incredible and elevating sports car experience. And, yes, that's despite the loss of the magnetic Ferrari-based 4.7-litre V8.
Even with ‘just’ 365kW of power and 600Nm of torque, the base Modena twin-turbo V6 thunders off the line, its superb ZF eight-speed automatic transmission, surely the best of its type in the world, shifting with lightning speed through the ratios as it blitzed past 100, then 150, then 200km/h in mere seconds. Maserati says within 8.8s, in fact.
To help keep all that in check, the GranTurismo deploys double wishbones up front, a multi-link independent rear suspension set-up, along with the aforementioned air suspension – which is a nice nod to history as French carmaker Citroen used to own Maserati.
Anyway, the active suspension works in tandem with the four self-explanatory driving models fitted – 'Comfort', the default 'GT', 'Sport' and 'Corsa' (track).
We were too thrilled to notice whether the loss of the Maserati V8 grumble, because the exhaust howl was exciting enough, along with the sheer ease in which the GT accelerates.
And when we needed to suddenly brake reaching corners that seemed stupidly close until we realised they weren’t, we also were relieved at the Modena’s marvellously effective Brembo brake package.
Now, at under 1900kg, the GT is still a heavy car, but not for a five-by-two metre-long-and-wide 2+2 seater coupe.
Seriously, the cohesion and crispness of the steering, whether in Comfort or three-settings down in shockingly heavier Corsa mode, tingles the senses, seeming far lighter and more agile than the (albeit lithe) luxury coupe styling suggests.
Not Porsche 911 supernatural-alacrity, but beautifully quick and reactive nonetheless. It’s such a buzz.
There’s also a sense of isolation from the air suspension underneath, aided by the trick adaptive dampers doing their bit too to cushion the ride. The vital luxury part of the GT equation is omnipresent in the Maserati coupe.
And this was all just in the Modena. Another few laps in the Trofeo just sharpened the senses and speed and responses, supercharging the experience around Tailem Bend.
What all this left us is a longing for more time behind the wheel. Which hopefully will happen soon, but for now, this is far-and-away the best Maserati I have ever driven. If you can afford one, this is all great news.
Of course, back in the real world on everyday roads, there will surely be criticisms, but for now, around the circuit, the GranTurismo is something very special indeed.
Safety
Lexus RC7/10
The RC comes with eight airbags (including knee bags), ABS, stability and traction controls, active bonnet, lane departure warning, blind-spot monitoring, rear cross traffic alert, forward AEB and forward collision warning.
There are two top-tether restraints and two ISOFIX fittings in the back.
ANCAP has not tested the RC but it scored a 'Good' rating from the US IIHS test regime.
Maserati Granturismo9/10
It might shock to learn that supercars like this generally are not crash-tested by EuroNCAP or other such agencies, so there’s no rating.
But most of today’s advanced driver-assist tech is present and active in the GranTurismo along with a super-strong body, massive Brembo brakes and that trick air suspension to help keep everything grounded.
The 'Level 2' tech includes front and rear AEB, blind-spot warning, lane support systems with alerts and intervention, rear cross-traffic alert, driver attention alert and auto high beams. Front, side and rear cameras are also fitted.
Plus, there are six airbags (dual front, dual side and curtain for both rows), along with anti-lock brakes, brake assist, electronic brake-force distribution, electronic stability control, traction control and front/rear parking sensors.
Two ISOFIX restraints and child-seat anchorage points are integrated into the rear pair of seats.
Ownership
Lexus RC7/10
Unlike parent company Toyota, Lexus offers a four-year/100,000km warranty. Also unlike Toyota, you don't get an absurdly cheap deal on servicing, and there's with no capped-price regime. Lexus wants to see your car every 12 months or 15,000km.
To soften the blow of no capped-price servicing, Lexus will either give you a loan car or, even better, come and fetch your car from you before returning it vacuumed, washed, and serviced.
You also get a fairly comprehensive four years of roadside assist and a few other perks.
Maserati Granturismo4/10
Maserati offers a frankly disappointing three-year/unlimited kilometre warranty, which is on the stingier side of things.
Service intervals are also every 12 months or 10,000km.
There is no capped-price servicing, but Maserati offers a pre-paid maintenance program that covers all the inspections and components and consumable replacements.
As the pricing was not finalised at the time of publishing, best to check the company’s website for the latest details.