Maserati has revealed updated versions of the GranTurismo, GranCabrio and Grecale for the 2027 model year, and depending on how generous you’re feeling, the changes either represent a strategic evolution of the brand’s core models or proof that even Maserati can now stretch “new bumper and a bit more power” into several pages of press-release poetry.

To be fair, this isn’t only a black-plastic-and-new-wheel situation, although there is certainly some of that going on. The GranTurismo and GranCabrio Trofeo now get up to 582 horsepower from Maserati’s 3.0-litre twin-turbo Nettuno V6, while the Grecale lineup gains new V6 and Modena V6 variants with 385 hp. Maserati also says range has improved for its Folgore electric models, thanks to aero enhancements, updated control strategies, and, in the case of the GranTurismo and GranCabrio Folgore, an AWD disconnect system that physically disengages the front axle when it isn’t needed.

In other words, there is some legitimate substance here. The question, though, is whether it’s enough substance to move Maserati back toward being an emotional staple of the luxury-performance conversation.

Maserati’s Core Lineup Gets A Sharper Face

The most obvious updates are cosmetic ones. Maserati says the new front-end design was influenced by the MCXtrema, GT2 Stradale, and MCPURA, pushing the brand toward a sharper, more horizontal face. On the GranTurismo and GranCabrio, that means revised intakes, an optimized center splitter, reworked air curtains and new clear-lens lighting details. On the Grecale, the front bumper gets a more pronounced “shark nose” treatment intended to connect the SUV with both the MCPURA supercar and Maserati single-seaters of the past.

Does it radically transform any of them? Perhaps not exactly. The Grecale remains recognizably Grecale, the GranTurismo remains one of the prettiest luxury coupes on sale, and the GranCabrio remains the same basic idea with more sky above it. But that may not be a bad thing. Maserati’s problem has never been that its cars look ugly, so subtle updates are likely safer bets than full-on redesigns.

For the most part, the new styling makes these cars look a bit meaner and a bit more contemporary without vandalizing what already worked. That is a fine line to walk, and Maserati appears to have stayed on the right side of it, at least to my own eyes.

The Nettuno V6 Is Still The Main Event

The real headline, at least for anyone still emotionally attached to the idea of a gasoline-powered Maserati, is the updated Nettuno V6. In the GranTurismo and GranCabrio, the standard version produces 483 hp, while the Trofeo climbs to 582 hp and 457 lb-ft of torque. Maserati claims the GranTurismo Trofeo can reach up to 199 mph and the GranCabrio Trofeo up to 196 mph, both with an eight-speed automatic transmission and all-wheel drive.

Maserati is one of those brands whose products need to feel special before anyone can be convinced to part with their hard-earned dollar over one. A BMW M car can survive on its hoonability, an AMG on its snarling V8 engine notes, and a Porsche on its legacy of engineering precision. A Maserati needs to do something a bit more delicate: it must seduce its buyers. And it’s betting that a bit of extra power and a meaner exhaust system will serve as effective aphrodisiacs.

Is Too Much Of Maserati’s Identity Tied To Ferrari?

The sensual serenade of the Nettuno V6 helps, but I couldn’t help feeling the tension in the room the first time someone dared to asked Maserati about a possible V8 return. The Sportivo exhaust that comes standard on Trofeo versions should give it some much-needed bark, and, to be fair, no one has ever accused Maserati of making a poor-sounding V6. If anything, a V6 engine with forced induction honours the brand’s heritage even more so than a raucous, naturally aspirated V8. But Maserati made the mistake of giving the world a taste of what its sweet, sweet, Ferrari-derived V8 engines can feel—and sound—like for over two decades, and now the automotive world seems to be mourning their extinction collectively.

Worse still for Maserati—so much of their products’ appeal came from offering buyers an authentic yet subtle taste of the secret Ferrari recipe in a package that was more accessible and often more daily drivable. Of course, the Nettuno V6 still carries the modern tradition of offering Ferrari-derived powertrains across the Maserati lineup, but perhaps the brand’s issue these days isn’t that it lacks the excitement of Ferrari’s DNA, but rather that people simply aren’t as intrigued by that very DNA anymore.

If you’ve witnessed any of the abundant recent online discourse surrounding Ferrari’s recently unveiled, first-ever electric vehicle, the Luce, you might understand what I’m getting at. The post-Pininfarina Ferrari of today, which peddles hybrid V6 spyders and willfully panders to global demand for SUVs, is no longer the same brand it once was, and I’m beginning to think that’s had a dramatic effect on Maserati’s public perception. So, as much as I love a good old screaming V8- or even V12-powered Maserati, perhaps focusing more of its effort towards improving its luxury EVs isn’t such a terrible idea for the business moving forward.

The All-Electric Folgore Models Have Quietly Become More Useful

While the V6 models aim to honour the brand’s more romantic side, the Folgore updates might be the more important ones from a product standpoint. The GranTurismo Folgore now offers up to 251 miles of range, while the GranCabrio Folgore reaches up to 249 miles. Both use an 800-volt architecture and a three-motor layout producing 751 hp, and Maserati claims the hardtop version can reach 202 mph. It also says the AWD disconnect system can physically disengage the front axle shafts in five hundred-thousandths of a second, helping reduce losses and improve efficiency.

The Grecale Folgore also gets range-focused improvements, including an active grille shutter, revised aero around the bumpers and underbody, and new low-rolling-resistance tires. The Grecale Folgore is rated at 542 hp, while the gas-powered Trofeo V6 remains the emotional performance leader with 523 hp and a claimed 0-60 mph time of 3.6 seconds. These aren’t massive range numbers by mainstream EV standards, but Maserati isn’t selling appliances. It’s offering genuine Italian luxury performance cars to people who, in theory, might already have another car, an at-home charger, and a strong urge to explain what “Folgore” means to friends at dinner parties.

The Grecale Might Be Even More Important Than The Prettier Cars

The GranTurismo and GranCabrio are undoubtedly the soul of the lineup, with the MCPURA acting as the aspirational halo model. But the Grecale aims to be the real volume seller, at least by Maserati’s standards. Maserati calls it its D-SUV, and the specs support the idea that it’s meant to play in the luxury compact-to-midsize SUV space while offering more character than the usual German alternatives.

The Grecale measures 190.8 inches long, rides on a 114-inch wheelbase, offers 20.1 cubic feet of rear cargo space, and makes 385 hp and 369 lb-ft of torque in V6 and Modena V6 form. Maserati claims a 5.0-second 0-60 mph time and a 160-mph top speed for that version.

So the Grecale update is arguably more consequential than the updates to the coupe and convertible. The GranTurismo and GranCabrio are brand-builders, but the Grecale is the model that has to pull actual buyers away from Porsche Macans, BMW X3 M50s, Mercedes-AMG GLCs, and whatever else lives in that luxury crossover realm.

Maserati Also Tweaked The Cabins

The exterior changes may be easiest to spot, but Maserati has also put some effort into the cabins. The GranTurismo and GranCabrio both get what Maserati calls a more refined interior, with new upholstery choices including Bordeaux leather, Nude Alcantara, Black and Tan leather, and new Mahogany trim through the Fuoriserie program. The cabins also continue Maserati’s “balance of opposites” theme, blending traditional materials with a cleaner digital interface.

There are some actual hardware changes, too. The GranTurismo and GranCabrio now get a new racing-inspired steering wheel with flatter upper and lower sections, dark satin-aluminum spokes, and either perforated leather or Alcantara accents, depending on the trim. Maserati’s digital clock has also been redesigned with a metal crown, octagonal shape and updated graphics, while the PRND selector now uses three-dimensional metal controls. The digital interface combines a 12.3-inch central display, an 8.8-inch comfort display, a customizable 12.2-inch instrument cluster and a head-up display.

The Grecale gets similar attention, including a new octagonal steering wheel, a redesigned digital clock with a mineral crystal dial and metal bezel, and a new PRND selector with capacitive haptic technology, real metal buttons and integrated backlighting. Maserati also highlights authentic materials such as wood, carbon fibre, and leather, as well as available features including the Maserati Intelligent Assistant system, head-up display, and Sonus faber audio system with up to 21 speakers and 1,285 watts of power.

Final Thoughts: Maserati’s Biggest Challenge Isn’t The Product

Perhaps the most frustrating thing is that Maserati’s current lineup is not without merit or an emotional pull. The GranTurismo is gorgeous, the GranCabrio is even more indulgent, and the Grecale, especially with a V6, has the bones to be legitimately interesting. The Folgore models prove that Maserati is still embracing electrification; the design tweaks are tasteful enough; the power figures are strong; and the Italian-built identity still shines through. And yet, the whole thing still feels like Maserati is trying to convince the world that Maserati still matters.

Maybe that’s why the press materials spend so much time talking about grand touring, craftsmanship, Italian lifestyle, the centenary of the Trident logo, and Maserati’s first racing victory at the 1926 Targa Florio. The company isn’t just launching updated cars—it’s hoping to remind people that this brand once meant something deeply unique. These facelifts aren’t revolutionary, but they aren’t meant to be. They are careful, expensive-looking revisions to cars that already had the right shapes, the right names and, in some cases, the right engines, that serve as a reminder the brand is still very much alive and kicking.

But for Maserati, “good enough” might not actually be good enough. The Trident doesn’t need to become louder, brasher, or more desperate for attention. It needs to become desirable again in a way that feels effortlessly emotional. These updates move in that direction, even if they perhaps do so with a little too much caution.

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Colin Chapman spent his career chasing one idea: add lightness. Decades after his death, the company he founded is still doing exactly that, and the Emira 420 Sport is the proof. Lighter, sharper, and now available with a panel that turns it into a convertible whenever the mood strikes. It was unveiled on May 26 as the most powerful, lightest, and most aerodynamically capable Emira the company has ever produced.

It is the kind of car that exists because the engineers could not leave the standard Emira alone. They wanted more response, more downforce, less mass, and a sharper connection between the driver’s hands and the road. So they built it. The result sits at the top of the Emira range and, quietly, makes a case for being one of the most engaging sports cars for sale today at any price.

Less mass, more menace

Plenty of manufacturers add wings and vents for the look. Lotus added them for the airflow. A revised front splitter, reshaped front vents, extended side sills, larger air intakes, a lip spoiler, and a louvered tailgate work together to feed more air where the car needs it most. Airflow to the outboard radiators climbs by 15%, the central radiator gets 14% more airflow, brake cooling improves by 10%, and exhaust valve airflow jumps by 30%. Crucially, none of this comes at the cost of additional drag, which means the car runs cooler and more consistently on track without sacrificing straight-line speed.

The visual updates do double duty, subtly nodding to the Esprit Turbo and reminding everyone that Lotus has been building lightweight wedge-shaped sports cars since long before the current crop of competitors existed. Function first, heritage second, but both present in every line.

Sharper everywhere it counts

Underneath the bodywork, the 420 Sport tightens the formula that already made the Emira a critical favorite. Ride height drops fractionally. Suspension settings are revised. High-performance tires replace the standard rubber. The bonded aluminum chassis and double wishbone suspension carry over, preserving the ride-and-handling balance that defines the car, while the electro-hydraulic power steering continues to deliver the kind of detailed feedback that electric racks struggle to match.

Inside, the cabin has been reworked for dual duty on road and track. Twelve-way adjustable seats, a driver-focused layout, and new carbon fiber gearshift paddles with updated haptics keep the experience tactile and immediate. Director of Attributes Gavin Kershaw described the 420 Sport as taking the Emira’s celebrated foundation and pushing it further, with adjustable dampers, more downforce, sharper responses, and reduced roll, all obsessively engineered to put the driver more in control. The language is marketing. The intent, as stated in the spec sheet, appears genuine.

A roof that disappears

Here is the feature that broadens the 420 Sport’s appeal beyond the track-day crowd. For the first time, the Emira offers a removable tinted glass roof panel, inspired by the Esprit, that lifts out by hand and stows behind the seats in a protective bag. No motors, no folding mechanism, no added complexity, and critically, no compromise to the car’s structural rigidity or dynamic behavior. Lotus engineered the underlying architecture so the car drives identically whether the roof is in place or in the trunk.

Better still, the panel is not exclusive to the 420 Sport. It is now available across the entire Emira range, which means any Emira buyer can have open-air driving for the price of a single option. It is a rare case of a halo variant introducing a feature that benefits the whole lineup rather than hoarding it for the most expensive trim.

Color, carbon, and a paint called Tangelo

Personalization options have expanded considerably. An exterior carbon fiber pack adds the front splitter, side sills, wheel arch vents, side pods, rear spoiler, and diffuser surround for buyers who want the lightweight aesthetic to match the lightweight engineering. Nine wheel designs are offered, including a new 20-inch, 15-spoke, forged alloy wheel in satin dark grey. The color palette runs to 16 choices, anchored by Tangelo Orange, a vivid hue exclusive to the 420 Sport that continues Lotus’s long love affair with expressive orange paint. Two cabin packs round out the options, including a Hand Painted Pack that splashes Tangelo Orange highlights across the console, steering wheel spoke, gear lever, and air vents.

What it means

The Emira 420 Sport carries a particular weight beyond its impressively low curb figure. Lotus has confirmed that its future leans toward electrification and hybrid powertrains under the Focus 2030 strategy, with a hybrid V8 supercar already on the horizon. That makes the combustion-powered Emira, in its sharpest and lightest form, something close to a farewell to an era. CEO Qingfeng Feng called it proof of obsessive engineering and a car built for drivers, and for once, the corporate framing rings true.

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Newest Addition to Jesko Absolut’s Record Collection

The Koenigsegg Jesko Absolut is basically on a first-name basis with world records at this point. Not long ago, it was duking it out with the Rimac Nevera R for acceleration (and braking) bragging rights. Turns out, Koenigsegg had a few more tricks up its sleeve.

On Sweden’s National Day, June 6, Koenigsegg rolled back to its home turf in Ängelholm with the Jesko Absolut in tow. If you’re wondering about the name, it’s a nod to Jesko von Koenigsegg, the founder’s dad. The mission? Build the fastest Koenigsegg ever. Simple as that.

Factory test driver Markus Lundh took the wheel in a fresh in-house video and didn’t just break one record – he smashed two. With Racelogic VBox gear keeping things honest, the Jesko Absolut is now officially the fastest production car over both the quarter-mile and half-mile.

Faster Than the Nevera and the Corvette ZR1X

The Jesko Absolut blitzed the quarter-mile in just 8.54 seconds, blasting past the line at 305 km/h (190 mph). That’s not just quick – it’s historic. No other production car has ever cracked 300 km/h in the quarter-mile before.

But the Jesko wasn’t done showing off. It kept its foot down through the half-mile, hitting 373 km/h (232 mph) in just 12.76 seconds. Another record, just like that.

Those numbers put the Jesko Absolut ahead of some seriously heavy hitters. The Rimac Nevera has been the straight-line king for a while, and Chevy’s new Corvette ZR1X has been making waves too – at least for an American nameplate. Now, Koenigsegg owns the fastest verified quarter-mile and half-mile runs ever logged by a production car.

What’s even crazier is how the Jesko pulled it off. Forget all-wheel drive and sticky drag strips – this beast did it with rear-wheel drive, regular production tires, and an unprepped runway. No special tricks, just raw speed.

Good News for Existing Owners

The record run wasn’t just a flex. Koenigsegg says the record-setting numbers came down to new software tweaks. And instead of keeping the magic to themselves, they’re rolling out the update to all Jesko Absolut owners via over-the-air updates. So, if you’re one of the one-percenters already housing one in a temperature-controlled, multi-car warehouse, you might be about to get even faster – no wrenches required.

The Jesko Absolut is already rubbing shoulders with the hypercar elite. Under the hood sits a twin-turbo 5.0-liter V8 that cranks out up to 1,600 horsepower on E85. Unlike the track-hungry Jesko Attack, the Absolut ditches downforce for slippery aerodynamics and even more top speed.

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Walk through a modern truck showroom, and the trend is unmistakable. Screens are getting bigger, engines are getting smaller and more turbocharged, and the price of genuine off-road capability keeps climbing toward the top of every lineup. Nissan looked at that landscape and decided there was room for something simpler. The 2027 Frontier Sport Edition follows the well-received Dark Armor package with a formula that prioritizes hardware over flash: real off-road equipment, a punch of color, and a proven V6, all bundled into a mid-tier trim that does not require stepping up to the range-topping model. Expected at dealers late summer 2026, it is Nissan’s answer to a question more buyers are asking, which is why off-road readiness has to be so expensive.

A Goldilocks truck, by design

The cleverest thing about the Sport Edition is where it sits in the lineup. Built on the mid-range SV grade, it occupies the middle of the Frontier range deliberately, giving buyers a meaningful jump in off-road capability without the full financial commitment of the PRO-4X. Senior Product Planning manager Brent Hagan described it as a Goldilocks option for value-oriented customers who like getting off the beaten path, and the framing is apt. Not too basic, not too expensive, and equipped with exactly the hardware most weekend adventurers actually use.

That positioning shows a real shift in the market. Demand for off-road options at accessible price points has grown faster than the industry’s willingness to provide them, with most capable trims clustered at the top of truck lineups where the prices live. By placing genuine off-road equipment in the middle of the range, Nissan is betting that a large group of buyers wants the look and the function of a trail-ready truck without paying for the maximum-capability flagship they will rarely push to its limits.

What you actually get

The hardware list is refreshingly free of fluff. Standard equipment includes all-terrain tires wrapped around unique black off-road-style 17-inch wheels, an aluminum skid plate to protect the underbody, fog lamps, and front accent lighting mounted atop the grille for better visibility when the trail gets dark. These are the upgrades that matter when pavement ends, chosen because they address real needs rather than padding a spec sheet.

The visual treatment backs up the function. Unique Sport graphics, black exterior mirrors, a black lower fascia, and a black grille give the truck a purposeful, no-nonsense stance, while the cabin gets a two-tone interior with yellow accents and contrast stitching throughout. Yellow trim surrounds the seats, the console, and the shifter area, lending the interior a genuinely athletic character that distinguishes it from the workmanlike base trims. It is a look that announces intent without shouting, which fits the truck’s broader philosophy.

The engine nobody else offers

Here is where the Frontier makes its quietest but most compelling argument. As the midsize truck class steadily abandons six-cylinder engines in favor of turbocharged four-cylinders, the Frontier holds onto a naturally aspirated 3.8-liter V6, which Nissan claims is the most powerful naturally aspirated V6 in its class. Paired with a nine-speed automatic, it tows up to 7,000 pounds when properly equipped, and it does so without the turbo lag or long-term complexity that forced induction can introduce.

For a certain kind of buyer, this matters enormously. A naturally aspirated V6 is simpler, more predictable, and historically more durable than a small turbocharged engine working hard to move a heavy truck. Hagan framed it as a proven powertrain equipped for everything from off-roading to hauling, and the durability data supports the claim. Nissan says 92% of Frontier trucks sold over the last decade are still on the road, a figure rooted in body-on-frame construction, high-strength steel in the frame, and the kind of extensive testing that a workhorse vehicle demands. In a segment increasingly defined by downsizing, the Frontier’s commitment to a big, simple six is becoming a genuine point of difference.

A platform built to be modified

The Sport Edition is trail-ready as it leaves the showroom, but Nissan clearly sees it as a starting point rather than a finished product. The Frontier fanbase has a strong appetite for customization, and the numbers prove it. The Frontier Lift Kit was the best-selling NISMO accessory in fiscal year 2025, and the Frontier accounted for over a quarter of all Nissan Motorsports accessory sales that year, a remarkable share for a single model.

That ecosystem is the Sport Edition’s secret weapon. NISMO Off Road offers a growing line of Frontier accessories ranging from lift kits to beadlock wheels to high-performance suspension, all of which can be installed while maintaining the factory limited warranty. Motorsports manager Matthew Cole expects the Sport Edition to push accessory sales even higher, and the logic holds. A truck that arrives capable and is designed to be made more capable gives buyers a clear upgrade path, turning a single purchase into an ongoing relationship with the brand’s parts catalog.

A sensible bet in a complicated market

The Frontier Sport Edition is not trying to be the most capable truck in its class, nor the most luxurious, nor the most technologically advanced. It is trying to be the most sensible, and in 2026, that is a surprisingly open lane. By packaging genuine off-road hardware into an affordable mid-tier trim, keeping a durable naturally aspirated V6 when rivals are downsizing, and plugging into a thriving accessory ecosystem, Nissan has built a truck that understands its buyer rather than chasing a spec-sheet war it does not need to win. Pricing will be announced early in the summer, with the truck arriving at dealers shortly after. Whether the Sport Edition becomes a sales success will depend on that number, but the thinking behind it is sound. There is a real and growing group of truck buyers who want capability without complexity and adventure without a second mortgage. The Frontier Sport Edition was built for exactly those people, and right now it has the lane mostly to itself.

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As the global automotive industry rushes headlong into a future electrified by batteries, Toyota Chairman Akio Toyoda is standing firm on a refreshingly different path. While many rival automakers have pledged to transition to battery-electric vehicles (BEVs) within the next decade, Toyota remains fiercely committed to a multi-pathway approach, while also polishing its EV game. For Americans, this means the brand will continue to offer a diverse lineup of gas-powered engines, traditional hybrids, plug-in hybrids, hydrogen fuel-cell-electric, and battery-electric models.

Akio Toyoda Speaking as an Enthusiast

Akio Toyoda, Toyota’s current chairman, candidly expressed his concerns regarding the industry’s singular focus on electric vehicles. Toyoda said unequivocally that he feared this industry-wide embrace of BEVs, and unlike executives even within Toyota’s walls, he was not ready to write off internal combustion engines.

In recent years, Akio Toyoda has emerged as one of the world’s most prominent advocates for traditional gas-powered cars. He noted, recently during an interview, that he feels “very alone” in his desire to preserve engines, stating his deep appreciation for the sound, the feel, and the smells of traditional combustion-powered vehicles. Toyoda also emphasized the importance of protecting thousands of global suppliers and technicians tied to traditional engine production.

The Business Angle

Toyota’s strategic divergence is not rooted in an anti-EV sentiment, but rather a realistic assessment of consumer needs and infrastructure readiness. In the United States, where EV charging networks remain inconsistent across rural and suburban landscapes, Toyota’s robust lineup of hybrid and plug-in hybrid electric vehicles offers a highly practical bridge. By investing heavily in a diversified powertrain portfolio, Toyota ensures that drivers have access to sustainable, fuel-efficient options that fit their specific lifestyles and geographic realities.

This commitment to traditional and alternative powertrains extends well beyond everyday commuter vehicles. Through its performance division, Toyota Gazoo Racing, the automaker is actively keeping the spirit of the internal combustion engine alive for driving enthusiasts. The brand continues to develop high-performance, gas-powered models and is actively testing experimental hydrogen-combustion prototypes on the racetrack. Toyoda views motorsport as an essential crucible for developing future technologies.

True to Toyota

Ultimately, Toyota’s strategy reflects a pragmatic belief that carbon emissions are the true enemy, not any specific powertrain. By resisting the immense pressure to put all its chips on battery-electric vehicles, the automaker aims to provide practical, accessible, and thrilling mobility solutions for every type of driver. As the automotive market evolves, Toyoda’s seemingly lonely stance is slowly but surely proving to be the industry’s most resilient and consumer-friendly strategy.

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