Both are powerful performers, but the BMW 650i Convertible is quieter, more efficient and more “immediate”.
The GranCabrio is Maserati’s first alfresco four-seater. Launched in Singapore in 2010, the extremely evocative GranCabrio is basically the convertible version of the popular GranTurismo coupe. It is exotic and all, but is the GranCabrio over $100k “better” than its German rival here?
The Maserati certainly looks like a million bucks, thanks to its sensuous sheet metal curves. It is even prettier than the GranTurismo. Like BMW, the Modena automaker has chosen the soft-top option instead of a folding hard-top, so as to reduce weight, lower the centre of gravity and allow nicer body proportions. Indeed, the GranCabrio is gorgeous from any angle – whether its hood is up or down.
Sober colours and serious gadgets reflect the BMW 650i Convertible’s no-nonsense ethos.
Next to the Maserati, the BMW appears less glamorous. Not that it isn’t attractive, but it just doesn’t ooze the same sex appeal. Its styling is also less controversial than before, with no radical Chris Bangle angle in evidence, and it should therefore appeal to a wider audience among the jet set.
The GranCabrio’s triple-layer canvas roof can be specified in one of six different colours, and comes with a heated glass window. The powered roof and its mechanism weigh only 65kg.
Depress the ornate switch next to the gear lever (or twist the key in the driver’s door lock from the outside), and the roof does its origami thing, folding away to hide under a tonneau cover behind the rear seats in 28 seconds – not the quickest for a cloth hood, but then again, it is quite substantial in size. The hood can also be operated while on the move at low speeds.
The BMW’s canopy, too, can be operated on the go, at speeds of up to 40km/h. Another selling point is its rear “flying buttress”, a design element also found on “windswept” exoticars like the Audi R8 Spyder. The 650 roof features a separate vertical rear glass window, complete with demister. The window can be electrically wound down even with the roof up, creating a draft-free ventilation effect similar to that offered by a large sunroof.
That glass pane can also act as a wind deflector when the roof is down, helping to preserve the coiffed hairdos of the rear passengers. Of course, the top is electrically operated like the Maserati’s – just press the button on the centre console or the key fob, and the fabric overhead folds gracefully and stows neatly behind the cabin in a matter of seconds.
With the Bimmer canvas “parked”, you can better appreciate the well-executed interior. The dashboard’s widescreen iDrive display and centre console are angled slightly towards the driver. The instruments are shared with the 5 and 7 Series models, but the cockpit’s flowing design is unique to the topless 6 Series.
This naturally aspirated 4.7-litre V8 is a hot-blooded engine for the devoted petrolhead.
The GranCabrio is every bit as well-appointed as the GranTurismo. The luxurious leather upholstery looks especially classy in red, as proven by our test car here. The trademark “trident” clock sits in the middle of the dashboard, but the overall ergonomics are not as good as in the 650i – some of the switches are hidden from sight or placed haphazardly.
Both cars provide seating for two on the back seat. There is sufficient rear legroom in either vehicle for an average-sized Asian adult to feel comfortable, even on longer journeys, but headroom in coupe mode is more limited in the BMW because of its more swoopy roofline.
Under the GranCabrio’s long bonnet is the Ferrari-built 4.7-litre V8 from the GranTurismo S. Power output is 440bhp at 7000rpm, and peak torque is a healthy 490Nm at a highish 4750rpm.
Scan through the specs of the 650i Convertible, and it’s immediately apparent that its force-fed 4.4-litre V8 possesses quite a different character from the rev-hungry Maserati’s bent-8. The BMW’s TwinPower Turbo unit musters 407bhp at a calmer 5500rpm, and a tree-felling 600Nm from a low 1750rpm to 4500rpm.
On paper, the 2015kg 650i will accelerate to 100km/h from rest in 5 seconds flat. Maserati quotes a 0-100km/h time of 5.3 seconds for the slightly less hefty 1980kg GranCabrio.
Top speed with the roof up is an impressive 283km/h, which is reduced to 274km/h with the roof down (and the driver’s hair probably all over the place). Due to its electronic speed limiter, the 650i Convertible will only accelerate to 250km/h.
On the road, the Maser doesn’t feel as urgent or instantly quick as the Bimmer. Its V8 somehow feels lazier than the torque-laden turbo BMW unit when gaining momentum from crawling speeds. Step on the go pedal, and the 650i will lurch forward with conviction. Acceleration is strong from just above tickover all the way to the redline, delivering punchy performance throughout while emitting a faint V8 bellow.
With its progressive power delivery and no hint of turbo lag, this engine won’t let anyone know it is aided by a pair of turbochargers. Said turbines, however, have muted the V8 rumble quite a bit, especially when compared to the intoxicating Nascar-like soundtrack produced by the previous 650’s 4.8-litre V8.
In sharp contrast to the BMW, the Maserati motor thrives on revs, only coming alive above 4000rpm. Activate “Sport” (via a subtle button on the centre console) to sharpen the throttle response and open trick valves in the exhaust, the latter turning the V8 bark into a high-pitched wail when it is revved past 3000rpm. This is one of the noisiest, nicest V8s on the road today.
Drop the roof to hear that intoxicating music in all its glory. You will deliberately use a lower gear just to hear that brilliant 8-cylinder symphony played louder. Deactivate “Sport” to make the GranCabrio end its Roman rock concert.
Both V8s transmit their energy via smooth-shifting automatic gearboxes. The BMW has the upper hand in this aspect, as it not only offers two more forward ratios than the Maserati’s 6-speeder, but also gearchanges that are more instantaneous.
The new 650i seems less “compact” in corners than the old model. The electric power steering is responsive enough, but lacks any form of rewarding feedback. Thankfully, the “roofless” body feels rigid and able to absorb shocks from sudden suspension movements, minimising scuttle shake.
Both offer power and glamour, but the Maserati GranCabrio boasts more character than the BMW 650i Convertible.
The BMW comes with the obligatory traction and stability control systems as standard. With up to 600Nm sent to the rear wheels, DSC is definitely an essential item. Switch off the safety nannies and stab the accelerator to burn some rubber and indulge in some sideways action.
On the straight and narrow of everyday motoring, the 650i is more comfortable than its predecessor, making it more of a long-distance cruising, mile-munching GT convertible.
Berthed here are a sleek German luxury “yacht” and a super-sexy Italian “speedboat”.
The GranCabrio fits a similar mould. Its ride quality is a match for the BMW’s, the body rigidity is undisturbed by the bumpiest tarmac and the thickest speed strips, and the cabin is well-insulated when closed.
Less impressive is the fact that the GranCabrio is slightly ponderous by Maserati standards when hustled along a twisty road. The steering could do with some more feel, too. This sports car is no Porsche 911, that’s for sure.
So, can the GranCabrio justify its $100k-plus premium over the 650i Convertible? Well, the BMW is a capable number that is easier to live with, but it ultimately feels less special than its Italian rival.
The Maserati’s passion, emotion and soul-stirring soundtrack, coupled with the sheer sense of occasion behind the wheel, are worth the price differential, in my opinion.
Maserati GranCabrio 4.7 (A)
ENGINE 4691cc, 32-valves, V8
MAX POWER 440bhp at 6500rpm
MAX TORQUE 490Nm at 4750rpm
GEARBOX 6-speed automatic with manual select
0-100KM/H 5.3 seconds
TOP SPEED 283km/h
CONSUMPTION 6.5km/L (combined)
PRICE INCL. COE $547,000
BMW 650i Convertible 4.4 (A)
ENGINE 4395cc, 32-valves, V8, turbocharged
MAX POWER 407bhp at 5500-6400rpm
MAX TORQUE 600Nm at 1700-4500rpm
GEARBOX 8-speed automatic with manual select
0-100KM/H 5 seconds
TOP SPEED 250km/h (governed)
CONSUMPTION 9.3km/L (combined)
PRICE INCL. COE $430,800
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