Maserati levante 2017
2017 Maserati Levante First Drive
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First Drive: 2017 Maserati Levante
– Carmel, California
Is there any logical reason for Maserati to build the Levante, the first sport-utility vehicle to emerge from an Italian performance car manufacturer? Ask a contatore di fagiolo in Modena, and it’s clear: the brand needs working capital to continue to build true sports cars, and an SUV is the path toward the ducats. When it comes to SUVs from unexpected manufacturers (i.e. performance brands), my expectations tend to be low. The race is no longer to build “a truck,” but to fashion a natural, truck-like extension of the brand. And Maserati, just like Rolls-Royce and Lamborghini, probably thinks it’s time that you stopped asking why a sports car brand also builds SUVs.
I’m thinking out loud, as I toss the Levante around a narrow stretch of road that snakes through the hills of the Monterey peninsula that’s a veritable Nürburgring for central California. In the first decreasing-radius, uphill turn, I drop down a gear and let the Ferrari-developed engine sing, hugging the inside while avoiding a precipitous, unguarded drop down the mountain. The Levante thinks nothing of taking on a downhill hairpin that would flummox a performance sedan of the same size, and it’s unfazed by elevation changes, wide-open stretches, and a sweeping corner. All this, while I’m practically surrounded by invitingly touchable leather more appropriate for handbags and gloves, coddled over eight inches above the ground.
Roads like this one are meant to allow sports cars to hustle, which is why it was a perfect fit for a first drive of the Levante. As I rounded the second hairpin, downshifting from second to first gear, the engine screaming and the exhaust note popping, everything made sense. This is just a taller Maserati. And it’s extremely likable, right away.
A high beltline gives the Levante stance and presence, causing onlookers to wonder if it’s the size of a Macan or a Cayenne. (It’s the latter.)
The Levante arrives at a turning point for the SUV market. Remember the Kubang, Maserati’s first take on an SUV concept? It was shown about five years ago, tantamount to an entire vehicle lifetime. Whereas it was once important for a car company to imbue rough-and-tumble toughness in an SUV to confirm its authenticity, the mandate has changed. The point of differentiation for automakers is now how effectively they can infuse the essence of the rest of their product lineup into a taller, ganglier ute. Witness the transformation of products like the Mercedes-Benz M-Class, which helped to define the segment, to the more refined, car-like GLE. The vocabulary to describe SUVs is changing.
The Levante continues the traditional Maserati nomenclature of being named after a famous type of wind; if you’re not a meteorologist, you can impress one by knowing that ‘levante’ refers to a Mediterranean wind associated with high-pressure weather systems. It’s a nod to tradition in an otherwise non-traditional product. Few Levante buyers will be concerned with the origin story, which includes contributions from the former DaimlerChrysler empire: from a German-engineered chassis to American-designed switchgear. Rather, they’ll have their eyes on the enormous trident on the vertical-slat grille that establishes the Levante as an Italian object of aspiration.
Borrowing a lot from the Porsche Cayenne in terms of shape and function, the Levante is wholly Maserati but feels like it has a doppelganger or two. That helps explain why the Levante resembles more of a hypothetical Ghibli wagon than a Toyota Land Cruiser. It does more than just look like a Cayenne: it feels like one, too, when you open the sizable front door and slide in at sedan-like height. A high beltline gives the Levante stance and presence, causing onlookers to wonder if it’s the size of a Macan or a Cayenne. (It’s the latter.) Despite its overall size, the Levante’s cargo space behind the rear seats falls short of the BMW X5’s and Porsche Cayenne’s – but owners won’t be using their Levantes to move 2x4s.
A closer look at its design reveals beautiful cutlines and surfacing on the outside, and exquisite stitching throughout the cabin.
A closer look at its design reveals beautiful cutlines and surfacing on the outside, and exquisite stitching throughout the cabin. Interior trim is sumptuous without being over the top, although you can order Zegna silk trim for the seats and door panels. (This tester did without the fripperies.) Yes, some of the switchgear looks like it came from a Chrysler 300 or a Ram 1500, but remember that those pieces derive from Mercedes-Benz models.
The infotainment system is at the top of its class, with a clever CarPlay interface and abundant features integrated into the touchscreen. By contrast, the user interface for drive controls could use a more logical rethink; you need a basic understanding of Maserati’s ABCs to understand what efficient I.C.E. mode does, compared to Sport and Off-Road. I.C.E. functions like some competitors’ Eco or Comfort modes, but the name reads more like a smartphone emergency contact. Tried as as I did, I wasn’t able to spend any time in Off-Road mode, where ground clearance increases to 9.7 inches, useful for muddy trails to the luxury cottage.
I hit the back roads of Monterey hard in an almost-U.S.-spec Levante S. There won’t be too many changes other than translating kilometers to miles on the gauges, and certainly no muffling of the sonorous engine note. The Levante will be available in standard and S trims, the latter designating increased horsepower and a wider roster of features included. Under the hoods of both models is a biturbo 3.0-liter V6, which makes 345 horsepower in standard form, and 424 in the Levante S. Maserati estimates a 0-to-60 time of about six seconds for the Levante and 5.2 for the Levante S, positioning the two as performance SUVs by default. Unlike the Ghibli, the Levante will be offered only with all-wheel drive in the United States.
Step hard on the gas pedal and let the RPMs soar, and the exhaust note responds with atonal furiousness.
Step hard on the gas pedal and let the RPMs soar, and the exhaust note responds with atonal furiousness, huffing and crackling indeterminately between gearshifts. Left to do its own thing in automatic mode, whether or not in Sport mode, the eight-speed automatic transmission clicks off quick shifts with gusto. Over the undulating hills of my new favorite back road, the Levante felt its size, which is to say a little bulkier and more top-heavy than expected. Engage the sportier of the two sport drive modes and a firmer suspension comes to life – four-corner air suspension is standard on every Levante – but it doesn’t do much for the way things feel. Regardless of the chosen suspension setting, the firm ride exposes every undulation and cranny of tarmac. A Rolls-Royce Ghost, this is not.
I ran out of runway to try out the Levante at serious speed, but it felt solid and planted in hard-driven everyday travel. Quick steering with heft for accuracy, not effect, made it a pleasure in the switchbacks. The magic comes from the steering’s well weighted hydraulic assist, as opposed to the dialed-in electric power steering of most of the Levante’s competitors. In I.C.E. mode, the Levante calms down a bit, softening its reflexes for supposedly better efficiency.
Maserati’s product portfolio exists in a bubble unto itself, and casting a wider net will only have a positive effect on the number of enthusiasts brought into the fold.
After just a short time behind the wheel, you come to love the way the Levante isn’t trying to fool you into believing it’s a low-slung hypercar. It’s a tall wagon tuned by Maserati. Enthusiasts should applaud Maserati’s candor, in this regard.
If the Levante has any significant flaw, it is existential. While Maserati was toiling to bring the Levante to life, in what seems like an eon since the aforementioned Kubang concept first debuted, the competition has grown ever stronger. The Jaguar F-Pace does almost everything the Levante can do, and at almost half the price. It’s unlikely that Maserati and Jaguar customers will cross-shop, but it’s worth noting how similar the two are – particularly the 380-hp F-Pace 35t R Sport – in terms of road manners and overall performance. Maserati’s product portfolio, however, exists in a bubble unto itself, and casting a wider net will only have a positive effect on the number of enthusiasts brought into the fold.
If you’re considering a performance-focused SUV, add the Levante to the list if you have the cash and value the trident that everyone else will see. Logic and reason will catch up shortly.
Photos: Jeff Jablansky / Motor1.com
Maserati Levante Forum
 Welcome to Maserati Levante Forum, an online Maserati Levante community for Maserati Levante owners and enthusiasts. Check out our Maserati Levante Forum for the latest news, information and forum discussions regarding the Maserati Levante. Whether you are researching different performance parts, custom tuning or simply wanting to diagnose problems, Maserati Levante Forum is the right place for you. So please take a moment and register for a free account on our Maserati Levante message board.
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The Levante SUV is arguably the most important model in Maserati's 102-year history. Why? Because it enters a totally new segment for the brand, a category that allowed it to roughly double the number of Trident-badged cars sold around the world in one year, especially in the US and China. That alone is impressive. 
There's no better evidence that the concept of a luxury vehicle has changed than to get behind the wheel of a 2017 Maserati Levante. While we've seen other upscale marques, especially German in origin, developing luxury SUVs like the BMW X5, Mercedes-Benz GLE and Porsche Cayenne, the Levante represents an Italian take on the genre offering sensuous design, supple leather and a melodious exhaust note to give high-end buyers... [Read More] 2017 Maserati Levante Information
Photos Like a lot of you, I spent the weekend patrolling suburbia in a white SUV. Unlike a lot of you, mine had Ferrari-built engine. It went something like this: I'd innocuously pull up to a stoplight in the 2017 Maserati Levante S. Punch up sport mode. The bass comes on. Suddenly my white refrigerator of a retriever hauler sounds like something else. The light turns. I nail the gas maybe halfway. The low rumble turns to a growl. Like a real, legit growl. It sounds good. Not Camry V6 good, but menacing like an Italian sports car. Full-throated and angry. It gets louder. For a moment I think some dude on motorcycle is being obnoxious nearby. That's my car, I realize. Cover blown, I accelerate through the light, merging gracefully ahead of the slower vehicles dutifully cued up. Then I reach over and grab a warm bread stick that's resting on top of a pizza and blithely enjoy some open space on the road. That neatly sums up the dual personalities of the Levante. You can marshal all of the horsepower of 16 World Championships from the Prancing Horse. Or steer one-handed while you cruise suburbia. Your choice. NOTES So yeah, the Maserati-designed Ferrari-built twin-turbo V6 is pretty great. It makes the Levante feel special, more so than a BMW X5 or X6 or Mercedes GLE or GLE coupe. That's the essence of Italian cars: the engine. Blasting around metropolitan Detroit with this 424-horsepower arsenal under the hood is a riot. The downside: As expected, the Levante is thirsty, slurping a quarter of a tank during relatively shortly runs around town, inline with its 14-mpg rating in the city. The highway is marginally better, getting 19 mpg, though with the 21.1-gallon tank, the you could theoretically get 338 miles of range. The Levante looks the part. With portholes, a long, creased hood, bulging fenders, and attractive head-and taillights, it conveys the appearance of Italian sport and luxury. The chrome door handles and trim tastefully add some bling to the design. My favorite part? The shark-tooth grille. With tall vertical lines and a monstrous Maser crest, the Levante almost sneers at you. The idyllic cabin does a solid job of keeping the outside world at bay. The interior is quiet at cruising speeds, broken up only by the engine's bark. I'm quite comfortable. The rich brown leather was supple yet supportive, and I quickly find a commanding view of the road. It's cool how the door pulls are neatly blended into the trim. Climbing in back, I find plenty of leg- and headroom. I'm surprised at how spacious it is back there for my average-size frame. Golf clubs fit easily, too. There is also plenty of space in the cargo hold, which swallows a half-dozen grocery bags, no problem. Maserati uses a version of the Fiat Chrysler Uconnect system, which is one of the better units in the industry. The touchscreen works well. It's reasonably intuitive, and it's also colorful. Aesthetics … Full Review Like a lot of you, I spent the weekend patrolling suburbia in a white SUV. Unlike a lot of you, mine had Ferrari-built engine. It went something like this: I'd innocuously pull up to a stoplight in the 2017 Maserati Levante S. Punch up sport mode. The bass comes on. Suddenly my white refrigerator of a retriever hauler sounds like something else. The light turns. I nail the gas maybe halfway. The low rumble turns to a growl. Like a real, legit growl. It sounds good. Not Camry V6 good, but menacing like an Italian sports car. Full-throated and angry. It gets louder. For a moment I think some dude on motorcycle is being obnoxious nearby. That's my car, I realize. Cover blown, I accelerate through the light, merging gracefully ahead of the slower vehicles dutifully cued up. Then I reach over and grab a warm bread stick that's resting on top of a pizza and blithely enjoy some open space on the road. That neatly sums up the dual personalities of the Levante. You can marshal all of the horsepower of 16 World Championships from the Prancing Horse. Or steer one-handed while you cruise suburbia. Your choice. NOTES So yeah, the Maserati-designed Ferrari-built twin-turbo V6 is pretty great. It makes the Levante feel special, more so than a BMW X5 or X6 or Mercedes GLE or GLE coupe. That's the essence of Italian cars: the engine. Blasting around metropolitan Detroit with this 424-horsepower arsenal under the hood is a riot. The downside: As expected, the Levante is thirsty, slurping a quarter of a tank during relatively shortly runs around town, inline with its 14-mpg rating in the city. The highway is marginally better, getting 19 mpg, though with the 21.1-gallon tank, the you could theoretically get 338 miles of range. The Levante looks the part. With portholes, a long, creased hood, bulging fenders, and attractive head-and taillights, it conveys the appearance of Italian sport and luxury. The chrome door handles and trim tastefully add some bling to the design. My favorite part? The shark-tooth grille. With tall vertical lines and a monstrous Maser crest, the Levante almost sneers at you. The idyllic cabin does a solid job of keeping the outside world at bay. The interior is quiet at cruising speeds, broken up only by the engine's bark. I'm quite comfortable. The rich brown leather was supple yet supportive, and I quickly find a commanding view of the road. It's cool how the door pulls are neatly blended into the trim. Climbing in back, I find plenty of leg- and headroom. I'm surprised at how spacious it is back there for my average-size frame. Golf clubs fit easily, too. There is also plenty of space in the cargo hold, which swallows a half-dozen grocery bags, no problem. Maserati uses a version of the Fiat Chrysler Uconnect system, which is one of the better units in the industry. The touchscreen works well. It's reasonably intuitive, and it's also colorful. Aesthetics … Hide Full Review Choose a Trim All-wheel Drive Sport Utility (Base) All-wheel Drive Sport Utility (S)
$72,600 - $83,800 MSRP / Window Sticker Price
NA Nat'l avg. savings off MSRP
| Engine | 3.0LV-6 |
| MPG | 14 City / 20 Hwy |
| Seating | 5 Passengers |
| Transmission | 8-spd auto w/OD |
| Power | 345 @ 5750 rpm |
| Drivetrain | all wheel |
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