Electric Ice Drifting: The Full Maserati Folgore Range
Truth is, I really wanted to like the Maserati Grecale Folgore. When I flew to Italy’s southeast coast to drive it earlier this Spring, I arrived with high hopes set by the V6-powered Trofeo. This 523-horsepower crossover is as fast as it is great to look at, and crucially, it oozes character. It’s a firecracker that prioritizes a thrilling driving experience over almost everything else, precisely as a machine proudly sporting a Trident should.
If the Grecale Folgore, Maserati’s first electric SUV, could harness some of the Trofeo’s magic, it would be a clear winner. However, as I piloted this $109,000 EV through the winding roads that edge the Adriatic Sea, magic wasn’t exactly what I found.
As good-looking as the Folgore was, elegantly wearing smoothed but not overly aero-focused bodywork, hardware problems lurked beneath its stylish skin. Despite receiving a power boost up to 542 hp, it also gained 998 pounds, making it slower than the outgunned Trofeo. Its suspension struggled to cope with its added heft, producing a bouncy, unsettled ride, while its slow charge rate, low estimated range, and six-figure price didn’t exactly sweeten the deal. I walked away disenchanted.
It’s nearly Winter now, and the stage is set for a proper redemption arc. I’m in a snowy valley in Livigno, Italy, a small town nestled between towering peaks in the Alps. I’ve got access to a private ice track for the day. Maserati has brought out its entire Folgore range, including the GranTurismo, GranCabrio, and, of course, the Grecale. If a car can’t make you feel a bit of magic flung sideways on a snowy course in one of the most beautiful places in the world, chances are it never had any, to begin with.
A man with a clipboard gives me a thumbs up, and it’s as if a gun goes off in the Kentucky Derby. I practically sprint to the awaiting GranTurismo Folgore, its matte $17,250 Rame Folgore absorbing the odd ray of light as it peaks through the mountains, the sun not yet fully risen. It’s freezing in the shadowy valley, and a decent layer of snow covers the track’s icy surface. I’m the first one up.
As I drive out of the makeshift pits, my right hand darts to the central screen to disable traction control. My left disables any form of regenerative braking, then twisting the drive mode selector out of GT, past Sport, and into Corsa. I’m armed with a 751-horsepower tri-motor $192,000 EV, an empty ice course, and a reassurance that even if things go horribly wrong, the consequences won’t be dire.
I mash the gas to get a feel for how the GT lays down power, and a blizzard shoots out the back with little action up front. Despite being all-wheel drive, the GranTurismo has one motor under its long hood and two in the rear. As such, most of its monumental output heads south. After the first bend, I lift to shift its weight balance forward, turn in, and power through the second sweeper. It’s instinctive, easy even. The snowy surface provides a hint of grip, enough of a buffer to feel out the required amount of power, and sufficient traction to not 180 the thing on the first go.
Lap two comes, and the drifts pick up speed as my confidence in the big Maserati GT builds. As counterintuitive as it may sound, the GranTurismo Folgore is downright ideal for this sort of thing. It allows you to power into a slide while it’s near 5,000 lb weight makes it come around predictably. It allows you to link drifts effortlessly. There’s even decent feedback through the wheel, so you can immediately feel when you’ve pushed too hard, and the front is about to let go.
My run in the GT comes to an embarrassingly predictable end. Emboldened by the ease with which the Folgore slides, I overcook it and dive nose-first into a pile of snow. Of course, it’s the mound right in front of the pits where journalists wait their turn as Maserati’s staff looks on with what I can only imagine is a healthy dose of cringe. I back out, the GT’s oval nose packed with more white stuff than Tony Montana’s, and I scurry back to the pits with my tail between my legs.
Round two comes much later in the day, long after each of the ten or so journalists has had a go. The sun beams warmth from overhead into the icy valley, and I can feel my toes again. More importantly, as I line up for my run in the Grecale Folgore, the forgiving layer of snow that made sliding the GT a breeze has begun to make way for patches of raw ice. Nonetheless, I quickly reconfigure the SUV as I had the two-door. The Grecale is at its most aggressive in Sport mode, instead incorporating a lifted Off-Road setting in Corsa’s wake.
Clear of the pits, the pedal meets the floor again, except I’m met with an entirely different response. Unlike the GT, the Grecale Folgore employs a pair of motors, with one in each axle. Its power distribution is more even, routing it like something with a traditional all-wheel drive system. Inducing a slide is as easy as it was in the GT, thanks to the SUV’s plentiful 542-hp output. However, once you’re in it, the rules quickly change.
The Maserati Grecale drifts like a Panda reproduces; it’ll do it if the conditions are just right, but otherwise, it’s happier doing just about anything else. This isn’t necessarily a bad thing, though. Even on a slick surface without studded tires, it clings on surprisingly well. To get it sideways, you start by turning in and prying it loose with a bootful of power, which you must then maintain; otherwise, the thing totally settles.
It’s challenging to do but rewarding once you get it right. Modulating the accelerator is difficult, given that power comes on and off so suddenly. Still, after a few laps and one ass-first shunt into a pile of snow, I get the hang of it. The Grecale’s steering isn’t nearly as talkative as the GT’s and its weight doesn’t swing so much as it slumps from side to side. Still, it’s doing roughly everything I ask of it. I’m starting to feel some of the magic I’ve been searching for.
This is, after all, an SUV destined mainly for city life, a sentiment backed up by its EPA-estimated 245 miles of range. Yet here it is on the snow, swinging its tail around, firing snow out from all its four wheels like a rally car, dancing on snow and ice. You may have to force it to slide, and while it’s still not nearly as thrilling as the Trofeo, there’s something to be said for the breadth of its capabilities. This time, I return to the pits without going entirely off course. I am a professional, after all.
There’s a moment in every track day when that feeling of “one last lap” begins to seep in. It’s the instant when pushing just a little harder often turns into an expensive mess, and I feel it now. Maserati originally planned to have us run two stints in the GT and Grecale. Still eager to complete the set, I request a third run in the GranCabrio Folgore. After some quick discussions between the staff onsite, the man with the clipboard again lifts his thumb, and I move quickly into the GC so he can’t change his mind.
The thing is, what little snow remains on the course now hides in the fringes. The 5,129-lb GranCabrio Folgore creeps onto the ice, and even before I’ve induced a slide, I can feel it sliding around in every direction—hints of understeer break into quick oversteer moments. I’m constantly twitching at the wheel to keep it pointed in one general direction. It’s a mess, but I’ve committed to a third stint, and I’m going for it.
Remembering my first run of the day, I blip the gas, expecting at least some grip, and before I know it, I’m facing where I’ve just come from. 751 hp on a slick surface without studded tires is, as you might expect, somewhat challenging to wrangle. Still, I press on, breathing on the accelerator and slowly acclimating to the deteriorating conditions. I manage a few slides and a few more 180s, and I’m about ready to come back in when the call comes over the radio asking me to do just that.
As brief and messy as this final stint is, it’s enough to confirm that the $205,000 is still the one to have. Despite its curb weight approaching that of a Rolls-Royce Ghost, it’s eager to dance like the GT, with the added benefit of looking even better with its top folded. Although that last image is a memory from the Maserati GC drive in the Summer, it’s still freezing in this valley, and its top is latched.
As if schemed by Maserati, I’m allotted a Grecale Folgore to drive back to the hotel in Bormio. There’s no ice on the road, just a gently winding road crossing through small towns as it descends from the mountain. The sun is once again shining between peaks. I dial up the heater in preparation for its departure.
A day in the snow doesn’t magically cure the Grecale Folgore’s ailments, even if the scenery is gorgeous. However, I’m walking away with a slightly deeper appreciation for it.
Maseratis haven’t historically been the leaders in the numbers game, and the Grecale Folgore is old-school Trident in this sense. For the $109,000 it commands, there are better EVs and more practical SUVs. Still, I’m not convinced there are better-looking options in either category. The Grecale Folgore is a statement piece, and should you find yourself on a private ice track, you can rest assured that beneath its stylish skin, there’s at least a little magic to be found.
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Review: The 2025 Aston Martin Vantage Is For The Drivers
by Gabriel Vega
in Reviews
Not long ago, Aston Martin found itself in a make-or-break point. Throughout the late 2010s, dwindling sales figures and the subsequent burning of cash reserves put the automaker in a dire spot. Things began to change when, in early 2020, it announced that Lawrance Stroll would acquire a 16.7 percent stake in the company, who, alongside additional investors, sought to inject $655 million to keep it from flatlining. Once in control as Executive Chairman, the Canadian billionaire shared his vision: to turn AM into a British Ferrari. Before that goal could even be possible, however, the carmaker had a major decision to make.
Back then, Aston Martin seemed like a company pulled in opposing directions and stretched thin. It had plans to pivot, reimagining the Vanquish as a V6-powered mid-engined supercar. Meanwhile, its current offerings struggled to compete with rivals, as illustrated by slowing sales and shocking second-hand values. Aside from the elegant hooligan that was the 715-horsepower DBS Superleggera, the Vantage, DB11, and DBX had flash but no fire. Would AM scrap its lineup, introducing all-new replacements in the second half of the 2020s, or would it update its current lineup to bring competitive cars to market sooner?
A glance at the 2025 Aston Martin Vantage reveals the chosen path. Like the DB12, it carries over the basic structure underpinning its predecessor. However, its track is 1.2 inches wider, incorporating a thoroughly reworked suspension with Bilstein DTX active dampers. Its interior leaps forward in quality, design, and usability, while power from its 4.0-liter twin-turbocharged V8 swells to 656 hp. Beyond its lengthy list of updates, here’s what you need to know about the new Vantage: it oozes character. From the noise of its burbly engine to its tail-happy nature and thrilling performance, this refresh is not a quick fix. It’s an adrenaline shot straight to the heart.
And it can’t afford to be anything less. The bite-your-knuckles gorgeous Cosmos Orange two-door photographed above costs $291,000, $3,500 destination fee included. However, it starts at $194,500, meaning this particular example wears $96,500 in extras alone, a figure made all the more striking considering the extinct 2023 model asked for $146,986 to start. Although this upmarket push might initially seem avaricious, it’s straight from the Maranello playbook Stroll seems eager to emulate. Take a peak at Ferrari’s Q3 2024 earnings, and you’ll see increased earnings despite fewer shipments. The formula is simple: produce and sell fewer cars at higher prices, especially ones loaded with high-margin extras.
Of course, selling a minimally revised product at substantially higher prices is a recipe for failure, and thankfully, not one that applies to the latest Aston Martin Vantage. Although it may ride on old bones, they’ve been coated in Adamantium. Thanks to targeted reinforcements, the Vantage is more torsionally rigid, while a focus on shifting weight away from its nose grants it an ideal 50:50 distribution. Its Bilstein DTX adaptive dampers, similar to what you’ll find in the DB12 and the Vanquish, offer greater bandwidth between drive modes. It can thus be both firmer and more compliant when necessary.
Make no mistake, though. While the Vantage can double as a grand tourer, given its usable storage space and compliant ride, it will always be a sports car first. Whereas its predecessor was a handful, mainly in unsatisfying ways given its sloppy handling (the short-lived F1 Edition made improvements, but not nearly enough), the new car is a step forward in every discernable way.
Point its nose towards your favorite back road, and the Aston Martin Vantage will reward you with 911 Turbo S levels of grip and stability. It combines a broader track, a new electronic differential, and bespoke Michelin Pilot S 5 rubber. Unlike the Porsche, however, the Vantage isn’t satisfied with tackling a road as quickly as possible. It’s eager to mess around. With enough traction control settings for a 747 cockpit to manage, it allows you to dial back its stability systems in minute increments.
Exciting the rear takes no more than a throttle blip. Turn it off, and the Vantage will throw itself sideways anywhere upon request. Unlike its predecessor, however, you won’t find yourself white-knuckling the wheel, taking big swings to settle it. Instead, thanks to a more communicative chassis, you can intuitively feel as it lets go, and thanks to quick and precise steering, you can effortlessly neutralize a slide. With 656 hp on tap, powering through is always more tempting.
Its 4.0-liter twin-turbocharged V8, although heavily modified by Aston Martin, still has Affalterbach origins. Yet, while it produced 503 hp in 2023, higher compression ratios, new turbochargers, and improved cooling elements allow its output to climb to the full 656 hp of today. Its torque figure also rises to 590 pound-feet, sent to the back wheels via the ubiquitous ZF eight-speed automatic.
Its claimed 3.4-second time to 60 mph feels vastly underrated, although putting that much power down via the rear tires alone is no easy feat. Still, the jump in performance is staggering, especially for a car with a relatively short wheelbase. It’s a brute in a posh suit, and all the better for it.
And what a suit it is. Although its rear end is more than familiar, given that it essentially carries over the existing tail lights, the front clip receives a much-needed facelift. Like its performance, the Aston Martin Vantage finally gets the good looks it always deserved. Telling you it’s a stunning thing is practically superfluous. Aside from those who get a kick from being contrarians, I doubt you’ll find anyone who sees it differently. It has a killer stance, the right mix of sporty and elegant, and, in this tester’s case, a tasteful optional aero package.
Stepping in generates a similar feeling. Its cabin is perhaps the area with the most impactful improvement. From its digital cluster to its wide central infotainment screen, now with AppleCarplay and Android Auto connectivity, the Vantage is more than just competitive. Additionally, there’s a greater level of flexibility in terms of personalization. Still, its driving position is perfect, allowing you to sit low and snug, while its leather-wrapped steering wheel is actually wheel-shaped, no longer an odd squircle.
Like the DB12, the latest Aston Martin Vantage represents a monumental upgrade over its predecessor. However, it might be tempting to align the Vantage with its GT sibling, given how much hardware they share, but these are vastly different animals. While the 671-hp DB12 is more powerful, its longer wheelbase and more restrained calibration make it a far more docile and approachable machine. For most people, it’ll feel like the more enjoyable of the pair.
Therein lies the Vantage’s one central asterisk. To experience just how good it is, you have to be willing to fling it around like the sports car it is. Tackling a twisty road at full speed like a Turbo S is rewarding, but the Aston’s magic lies beyond its grip limits. This is a car for the drivers.
Whether this newly defined persona, made up of a significant power increase, a refined aesthetic, and a competitive interior, will be enough to compel buyers to shell out large sums like the $291,000 this tester commands remains to be seen. However, before Aston Martin ever reaches its goal of becoming a British Ferrari, it needs a strong product line. And as the Vantage proves, it’s off to a strong start.
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