Latest news with #GranTurismo
Yahoo
3 days ago
- Automotive
- Yahoo
I Dropped $50 on This Rare Gran Turismo Demo and I Regret Nothing
If you're reading this website, you're probably nerdy about something—and I'm willing to bet it's not just cars. Maybe that leads you to hoarding memorabilia or working far too long on a project, never content to put the tools down. Oftentimes, such passions manifest in questionable financial decisions. I made one such purchase last weekend, when I dropped $50 on an old Gran Turismo demo disc with one car and one track, in a race the game won't even let you finish. Why would I do this? The disc I purchased at a gaming convention last weekend is called Gran Turismo 2000, and it was kind of a mystical thing back in my youth. After Gran Turismo 2 on the original PlayStation, developer Polyphony Digital naturally set its sights on bringing the smash-hit franchise to Sony's next-generation console. Its initial efforts materialized in builds of a project called GT2000, which first appeared at the Tokyo Game Show in late 1999, ahead of the PlayStation 2's Japanese launch the following March. GT2000 was shown a few more times at events over the next year: Once at Sony's PlayStation Festival 2000 in Chiba, Japan, in mid-February, and then months later at trade shows in the U.S. and U.K. as well. Those PlayStation Festival attendees, however, received GT2000 demo discs they could load into the PS2s they'd soon have, and this iteration of the game is the only one that has ever made its way into the public's hands. That's what I bought. Whether Gran Turismo 2000 was intended to be the third GT's title is unclear, but once the game slipped into 2001, Polyphony naturally chose a new name: Gran Turismo 3: A-Spec. GT3 went on to be a juggernaut, understood to be the second-best-selling PS2 game ever, at least as of the last time anyone bothered to count. But GT2000 is almost nothing like it, even though it was compiled just 14 months before the final game hit stores in Japan. See, this is why I couldn't pass up an opportunity to own a copy of GT2000. With demo discs of yore, you'd typically get a slice of the full game; depending on when the demo was minted, it might even look or play a little differently from the finished article. But, to anyone who knows Gran Turismo, GT2000 barely feels like an early, work-in-progress snapshot of GT3. In fact, it feels more like GT2—and that's what makes it so special. In GT2000, you drive the Mitsubishi Lancer Evolution V around the Seattle Circuit, a track that first appeared in GT2. There are five opponents: a Honda NSX, FD Mazda RX-7, R34 Nissan Skyline GT-R, Subaru Legacy B4, and Toyota Altezza, always in the same colors. The race isn't limited to laps, but rather a 120-second timer that is just about long enough to pass the finish line once. Then you get a replay, and then you're rudely punted back to the title screen. One song plays as you drive— 'Mirage' by Daiki Kasho—and it's kind of infamous for being obnoxious, but I love it. The car select menu (it's honestly more of a color and transmission select menu, because you can't choose another car) spits you out into a race with no countdown—just a rolling start where you immediately have control over your Evo. The first thing you notice is that the vehicle physics are pretty much a match for GT2's. The Lancer feels extremely light and tossable, and you can fling it into corners and pull off some effortless drifts that would require a bit more finesse with GT3's weightier, more nuanced handling model. GT3 drives well, of course, and certainly more realistically, but GT2's liveliness appeals to the arcade racing lover in me, and I have a lot more fun throwing around the Evo here than I do in the final game. This demo is rough, though. For one, walls don't slow you down much at all. If you turn around at the start and drive through a tire barrier, you can easily break out of the course's bounds. Computer-controlled opponents exit most corners wide and strike the guardrails. And the graphics are hardly stellar. Aside from the physics, this is the other big difference between GT2000 and GT3. The car models resemble GT2 assets with slightly more intricate geometry; their windows are still opaque black, just like on the PS1, while they'd be transparent in time for GT3's release. The Seattle Circuit itself also looks rather flat and simplistic, with lower-resolution textures throughout. Comparing key sections of the track across both games, you can see how Polyphony built far more detail into the environment and trackside scenery in little more than a year. The overpass that the circuit runs beneath after Turn 1, for example, is mostly flat in GT2000. In GT3, we see beams and cables in shadows. Further into the lap in GT2000, we pass Seattle's since-demolished Kingdome. In GT3, the Kingdome is still present, but resides next to Safeco Field, known as T-Mobile Park today. The Mariners' new home wasn't finished in time for the environment modelers to get it into GT2, so it's a nice touch that they were able to go back and include it in GT3. Indeed, GT3 is an objectively better experience, and history has proven that few developers were able to harness the PS2's power as well as Polyphony. And yet, there's something fascinating about seeing what is effectively GT2 running on more powerful hardware at double the framerate and a higher (albeit interlaced) resolution. For all its faults, it almost feels like a GT2 'Plus.' Audiences around the time of the demo's release were stunned by the heat haze effect Polyphony was able to convey in replays. It seems quaint now, but Gran Turismo was on the cutting edge of real-time graphics even then. Little details, like how GT2000's cars accurately reflect the environment they're in, rather than the vague, scrolling light effects you'd see in the PS1 games, represent serious steps forward. And all of it would be further refined for GT3. GT2000, then, is a fascinating snapshot of Gran Turismo at a precise moment in time, to a nerd like me. And, as Digital Foundry's John Linneman pointed out in his fantastic retrospective on the series that you ought to watch if you care about stuff like this, what makes GT2000 all the more special is how Polyphony improved upon it so profoundly in GT3. These days, it's sadly not uncommon for our first glimpse at a game to be markedly more impressive than the final shipping product, but Gran Turismo bucked that expectation in a big way. Personally, snagging a copy of this demo represents something else, for me: closure. I remember gaming magazines talking it up when I was a kid, and when GT3 eventually emerged, I wondered what happened to GT2000. Of course, it was never a secret—the final game literally missed the year 2000, and this disc was never released outside Japan—but these kinds of things carry a lot of weight when you're young. And I'm happy to say that there's been a positive development in my securing a copy of GT2000. Remember how I said that you could only drive the Evo in this game? I shared my purchase with members of the racing-game-centric Discord community I run. One of them goes by the name of Silent—he's the developer perhaps best known for fixing old Grand Theft Auto games so they run better than ever on PC. Silent built upon work done by another Gran Turismo modder years back, named Xenn, and is whipping up cheats that can be used in the PCSX2 emulator to remove GT2000's two-minute time limit and let the player drive any of the game's six cars. Neat stuff! It's unclear how many GT2000 discs Sony pressed for that Festival show, whether in the hundreds or the thousands. Either way, they're not impossible to find, and if I really wanted to, I could've scoured eBay for a copy years ago. Yeah, $50 is a lot, but you might be surprised to learn that it's a pittance compared to what some truly rare or high-demand games command nowadays. I could never bring myself to shell out the cash until the chance presented itself in person. Now that I have, surprise, surprise: I regret nothing. Got any memorabilia you love yet spent a stupid amount of money on? Email me at
Auto Blog
19-07-2025
- Automotive
- Auto Blog
Check Out This Stunning 1999 Nissan Skyline GT-R For Sale on Exotic Car Trader
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. View post: Walmart is selling a 'quality' electric bike for $200 off, and shoppers say it's 'one of the best' Godzilla has arrived Few cars can truly claim the cross-media fame and dominance that the Nissan Skyline R34 can. Aptly nicknamed 'Godzilla,' the R34 made headlines anywhere it showed up, from Fast & Furious to Gran Turismo to your local cars & coffee show. Once the R34 became legal to import into the U.S., it was game on for anyone who grew up driving this car on their PS2 and now had enough disposable income to bring it to their driveway. This particular example on Exotic Car Trader with only 14,024 kilometers (8714.11 mi) is pretty much the ideal spec, and it can be yours if your wallet can swing it. 2024 Kia EV6 GT-Line review: Is this the EV that will convert you? Watch More 1999 Nissan Skyline GT-R V-Spec — Source: Exotic Car Trader A legend in the flesh (or metal) This 1999 Nissan Skyline GT-R is a V-Spec (Victory Specification) model, which gave it the much lauded ATTESA (Advanced Total Traction Engineering System for All-Terrain) E-TS Pro AWD system and an active rear LSD. While AWD is nothing new these days, the way Nissan did it in the 90s was pretty advanced. The ATTESA system used two accelerometers mounted under the center console, which sent lateral and longitudinal data to the ECU. The ECU then controlled power delivery to the front wheels via an electronic torque split converter. The 'Pro' version was introduced as an option on the R33 GT-R but became standard on the R34. While it kept the accelerometers, it added the aforementioned hydraulic active limited-slip rear differential. That AWD system was further complemented by Nissan's Super-HICAS (High Capacity Actively Controlled Steering) all-wheel steering system, which used a hydraulic or electric actuator to turn the rear wheels in the same direction as the front wheels when driving over 50 mph. It's finished in the quintessential Bayside Blue and sports a Nismo-style body kit, which includes a Nismo-style Carbon Fiber hood and front bumper. The rear has the just-as-classic adjustable 2-stage rear spoiler with a carbon lip, while the Advanced Aero System adds front & rear carbon fiber diffusers. This R34 sits on 18' Nismo wheels, as they all should, wrapped in Nitto NT05 and backed by Brembo 6-Piston front and 4-Piston rear brakes, with slotted brake rotors. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. 1999 Nissan Skyline GT-R V-Spec — Source: Exotic Car Trader Under the hood is the RB26DETT 2.6L Twin-Turbo Inline-6 engine that has long been a JDM holy grail, mated to a Getrag 6-speed manual transmission. Aftermarket modifications are limited to an air intake, ARK performance exhaust, and Fwin radiator. As for horsepower output, Nissan claimed 276 hp but only to abide by the Japanese automakers' gentleman's agreement not to make a car faster than that. Independent tests carried out by automotive publications, however, showed that the power output was closer to 327 hp. The interior remains largely stock, thankfully, meaning you won't find a quick-disconnect NRG steering wheel here. The JDM gods smile upon us with bucket seats, mild carbon fiber interior trim, and that incredibly 90s 5.8″ multifunction LCD screen. The dashboard does, unfortunately, house an aftermarket Carrozzeria touchscreen radio head unit, but that's nothing that a quick eBay search can't fix. 1999 Nissan Skyline GT-R V-Spec — Source: Exotic Car Trader Final thoughts Of the 11,578 Nissan Skyline GT-R R34s produced, 4,193 of them were V-Spec models. Given its fame and relatively low production numbers, R34s command a hefty price, and this one is no different. The seller is asking $349,999, which, if you ask me, is questionable at best. Then again, this is an extremely low mileage example in the spec that most enthusiasts drool over, so perhaps I'm just not the target audience for an R34. If that's a good price for you, and you can pick up the car from Auburn Hills, Michigan, we would gladly accept your invitation for a ride. Thanks in advance! About the Author Gabriel Ionica View Profile
The Advertiser
11-07-2025
- Automotive
- The Advertiser
Maserati could offer a V8 engine again
Maserati has invested in a twin-turbo V6 engine, but it recognises V8s still have pull with premium vehicle buyers and isn't closing the door on ever offering one again. "We know the mood about V8s in the market of course, and would not say that we will never use again a V8 – maybe for special versions or some other models it's something we could consider," Maserati engineering boss Davide Danesin told media including CarExpert. "But for sure, the Nettuno is very much at the centre of our propulsion strategy at the moment. "It has a lot of innovation, it's super light, super compact, very high power density. "So from a design perspective, the Nettuno engine, it really has everything we need to really deliver the best driving experience for the customer." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The MC20 and its derivatives are powered by the Nettuno V6 in a rear mid-engine layout, while the new GranTurismo coupe and GranCabrio convertible will use it in a front mid-engine configuration. "The only way we could execute a front mid-engine concept is by going to [a] super compact, super powerful V6, because you can slot it in behind the front axle and even allow for all-wheel drive – a big V8 block, you could have not done [in] a mid-engine car," said Klaus Busse, Maserati's head of design. "So yes, you can say 'I have a V8' for bragging rights, but the driving performance would actually be inferior to that of what Davide and his team executed with the V6. Under its former CEO Carlos Tavares, Maserati parent company Stellantis shifted away from V8 engines – so much so that Maserati, long known for its sonorous V8s, dropped them entirely. The brand's Ferrari-developed twin-turbo 3.8-litre V8 was offered in the Ghibli and Quattroporte sedans and the Levante SUV, but these vehicles recently exited production and took the bent-eight with them; the last V8-powered Maserati built was a special Quattroporte called the Grand Finale (pictured above). The Nettuno V6 pre-dates the formation of Stellantis from the merger of Groupe PSA and Fiat Chrysler Automobiles, but it's no secret that V8s were de-prioritised during Mr Tavares' time at the helm. The Hemi and Hellcat V8 engines were dropped from the Ram 1500 pickup lineup in favour of turbocharged six-cylinder engines – a move which Ram CEO Tim Kuniskis has subsequently reversed, calling it a 'mistake' – while the new-generation Dodge Charger moved to electric power and has the same Hurricane six-cylinder engines coming shortly. Jeep has also been progressively phasing out V8 engines. Given Ram is now returning the 5.7-litre Hemi V8 to its 1500 lineup, it appears there's more of an appetite for V8 engines under Stellantis' new CEO Antonio Filosa. Whether that means a bent-eight will return to the Trident marque remains to be seen, however. Maserati is Stellantis' flagship brand, and other high-end brands are sticking with V8s, even amid tougher emissions regulations in key markets like Europe. In many cases, rival brands are not only offering hybrid and electric powertrains alongside V8s, they're also using V8 engines as part of plug-in hybrid powertrains. Luxury brands that continue to offer V8 power include Aston Martin, Audi, BMW, Cadillac, Lamborghini, Mercedes-Benz and Porsche. Jaguar is moving to an electric-only lineup, something Maserati has previously promised to do by 2030. Since this announcement, however, Maserati cancelled plans to launch an electric Folgore version of its MC20 supercar. It has also delayed all-electric replacements for the Levante and Quattroporte. Content originally sourced from: Maserati has invested in a twin-turbo V6 engine, but it recognises V8s still have pull with premium vehicle buyers and isn't closing the door on ever offering one again. "We know the mood about V8s in the market of course, and would not say that we will never use again a V8 – maybe for special versions or some other models it's something we could consider," Maserati engineering boss Davide Danesin told media including CarExpert. "But for sure, the Nettuno is very much at the centre of our propulsion strategy at the moment. "It has a lot of innovation, it's super light, super compact, very high power density. "So from a design perspective, the Nettuno engine, it really has everything we need to really deliver the best driving experience for the customer." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The MC20 and its derivatives are powered by the Nettuno V6 in a rear mid-engine layout, while the new GranTurismo coupe and GranCabrio convertible will use it in a front mid-engine configuration. "The only way we could execute a front mid-engine concept is by going to [a] super compact, super powerful V6, because you can slot it in behind the front axle and even allow for all-wheel drive – a big V8 block, you could have not done [in] a mid-engine car," said Klaus Busse, Maserati's head of design. "So yes, you can say 'I have a V8' for bragging rights, but the driving performance would actually be inferior to that of what Davide and his team executed with the V6. Under its former CEO Carlos Tavares, Maserati parent company Stellantis shifted away from V8 engines – so much so that Maserati, long known for its sonorous V8s, dropped them entirely. The brand's Ferrari-developed twin-turbo 3.8-litre V8 was offered in the Ghibli and Quattroporte sedans and the Levante SUV, but these vehicles recently exited production and took the bent-eight with them; the last V8-powered Maserati built was a special Quattroporte called the Grand Finale (pictured above). The Nettuno V6 pre-dates the formation of Stellantis from the merger of Groupe PSA and Fiat Chrysler Automobiles, but it's no secret that V8s were de-prioritised during Mr Tavares' time at the helm. The Hemi and Hellcat V8 engines were dropped from the Ram 1500 pickup lineup in favour of turbocharged six-cylinder engines – a move which Ram CEO Tim Kuniskis has subsequently reversed, calling it a 'mistake' – while the new-generation Dodge Charger moved to electric power and has the same Hurricane six-cylinder engines coming shortly. Jeep has also been progressively phasing out V8 engines. Given Ram is now returning the 5.7-litre Hemi V8 to its 1500 lineup, it appears there's more of an appetite for V8 engines under Stellantis' new CEO Antonio Filosa. Whether that means a bent-eight will return to the Trident marque remains to be seen, however. Maserati is Stellantis' flagship brand, and other high-end brands are sticking with V8s, even amid tougher emissions regulations in key markets like Europe. In many cases, rival brands are not only offering hybrid and electric powertrains alongside V8s, they're also using V8 engines as part of plug-in hybrid powertrains. Luxury brands that continue to offer V8 power include Aston Martin, Audi, BMW, Cadillac, Lamborghini, Mercedes-Benz and Porsche. Jaguar is moving to an electric-only lineup, something Maserati has previously promised to do by 2030. Since this announcement, however, Maserati cancelled plans to launch an electric Folgore version of its MC20 supercar. It has also delayed all-electric replacements for the Levante and Quattroporte. Content originally sourced from: Maserati has invested in a twin-turbo V6 engine, but it recognises V8s still have pull with premium vehicle buyers and isn't closing the door on ever offering one again. "We know the mood about V8s in the market of course, and would not say that we will never use again a V8 – maybe for special versions or some other models it's something we could consider," Maserati engineering boss Davide Danesin told media including CarExpert. "But for sure, the Nettuno is very much at the centre of our propulsion strategy at the moment. "It has a lot of innovation, it's super light, super compact, very high power density. "So from a design perspective, the Nettuno engine, it really has everything we need to really deliver the best driving experience for the customer." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The MC20 and its derivatives are powered by the Nettuno V6 in a rear mid-engine layout, while the new GranTurismo coupe and GranCabrio convertible will use it in a front mid-engine configuration. "The only way we could execute a front mid-engine concept is by going to [a] super compact, super powerful V6, because you can slot it in behind the front axle and even allow for all-wheel drive – a big V8 block, you could have not done [in] a mid-engine car," said Klaus Busse, Maserati's head of design. "So yes, you can say 'I have a V8' for bragging rights, but the driving performance would actually be inferior to that of what Davide and his team executed with the V6. Under its former CEO Carlos Tavares, Maserati parent company Stellantis shifted away from V8 engines – so much so that Maserati, long known for its sonorous V8s, dropped them entirely. The brand's Ferrari-developed twin-turbo 3.8-litre V8 was offered in the Ghibli and Quattroporte sedans and the Levante SUV, but these vehicles recently exited production and took the bent-eight with them; the last V8-powered Maserati built was a special Quattroporte called the Grand Finale (pictured above). The Nettuno V6 pre-dates the formation of Stellantis from the merger of Groupe PSA and Fiat Chrysler Automobiles, but it's no secret that V8s were de-prioritised during Mr Tavares' time at the helm. The Hemi and Hellcat V8 engines were dropped from the Ram 1500 pickup lineup in favour of turbocharged six-cylinder engines – a move which Ram CEO Tim Kuniskis has subsequently reversed, calling it a 'mistake' – while the new-generation Dodge Charger moved to electric power and has the same Hurricane six-cylinder engines coming shortly. Jeep has also been progressively phasing out V8 engines. Given Ram is now returning the 5.7-litre Hemi V8 to its 1500 lineup, it appears there's more of an appetite for V8 engines under Stellantis' new CEO Antonio Filosa. Whether that means a bent-eight will return to the Trident marque remains to be seen, however. Maserati is Stellantis' flagship brand, and other high-end brands are sticking with V8s, even amid tougher emissions regulations in key markets like Europe. In many cases, rival brands are not only offering hybrid and electric powertrains alongside V8s, they're also using V8 engines as part of plug-in hybrid powertrains. Luxury brands that continue to offer V8 power include Aston Martin, Audi, BMW, Cadillac, Lamborghini, Mercedes-Benz and Porsche. Jaguar is moving to an electric-only lineup, something Maserati has previously promised to do by 2030. Since this announcement, however, Maserati cancelled plans to launch an electric Folgore version of its MC20 supercar. It has also delayed all-electric replacements for the Levante and Quattroporte. Content originally sourced from: Maserati has invested in a twin-turbo V6 engine, but it recognises V8s still have pull with premium vehicle buyers and isn't closing the door on ever offering one again. "We know the mood about V8s in the market of course, and would not say that we will never use again a V8 – maybe for special versions or some other models it's something we could consider," Maserati engineering boss Davide Danesin told media including CarExpert. "But for sure, the Nettuno is very much at the centre of our propulsion strategy at the moment. "It has a lot of innovation, it's super light, super compact, very high power density. "So from a design perspective, the Nettuno engine, it really has everything we need to really deliver the best driving experience for the customer." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The MC20 and its derivatives are powered by the Nettuno V6 in a rear mid-engine layout, while the new GranTurismo coupe and GranCabrio convertible will use it in a front mid-engine configuration. "The only way we could execute a front mid-engine concept is by going to [a] super compact, super powerful V6, because you can slot it in behind the front axle and even allow for all-wheel drive – a big V8 block, you could have not done [in] a mid-engine car," said Klaus Busse, Maserati's head of design. "So yes, you can say 'I have a V8' for bragging rights, but the driving performance would actually be inferior to that of what Davide and his team executed with the V6. Under its former CEO Carlos Tavares, Maserati parent company Stellantis shifted away from V8 engines – so much so that Maserati, long known for its sonorous V8s, dropped them entirely. The brand's Ferrari-developed twin-turbo 3.8-litre V8 was offered in the Ghibli and Quattroporte sedans and the Levante SUV, but these vehicles recently exited production and took the bent-eight with them; the last V8-powered Maserati built was a special Quattroporte called the Grand Finale (pictured above). The Nettuno V6 pre-dates the formation of Stellantis from the merger of Groupe PSA and Fiat Chrysler Automobiles, but it's no secret that V8s were de-prioritised during Mr Tavares' time at the helm. The Hemi and Hellcat V8 engines were dropped from the Ram 1500 pickup lineup in favour of turbocharged six-cylinder engines – a move which Ram CEO Tim Kuniskis has subsequently reversed, calling it a 'mistake' – while the new-generation Dodge Charger moved to electric power and has the same Hurricane six-cylinder engines coming shortly. Jeep has also been progressively phasing out V8 engines. Given Ram is now returning the 5.7-litre Hemi V8 to its 1500 lineup, it appears there's more of an appetite for V8 engines under Stellantis' new CEO Antonio Filosa. Whether that means a bent-eight will return to the Trident marque remains to be seen, however. Maserati is Stellantis' flagship brand, and other high-end brands are sticking with V8s, even amid tougher emissions regulations in key markets like Europe. In many cases, rival brands are not only offering hybrid and electric powertrains alongside V8s, they're also using V8 engines as part of plug-in hybrid powertrains. Luxury brands that continue to offer V8 power include Aston Martin, Audi, BMW, Cadillac, Lamborghini, Mercedes-Benz and Porsche. Jaguar is moving to an electric-only lineup, something Maserati has previously promised to do by 2030. Since this announcement, however, Maserati cancelled plans to launch an electric Folgore version of its MC20 supercar. It has also delayed all-electric replacements for the Levante and Quattroporte. Content originally sourced from:
7NEWS
10-07-2025
- Automotive
- 7NEWS
Maserati could offer a V8 engine again
Maserati has invested in a twin-turbo V6 engine, but it recognises V8s still have pull with premium vehicle buyers and isn't closing the door on ever offering one again. 'We know the mood about V8s in the market of course, and would not say that we will never use again a V8 – maybe for special versions or some other models it's something we could consider,' Maserati engineering boss Davide Danesin told media including CarExpert. 'But for sure, the Nettuno is very much at the centre of our propulsion strategy at the moment. 'It has a lot of innovation, it's super light, super compact, very high power density. 'So from a design perspective, the Nettuno engine, it really has everything we need to really deliver the best driving experience for the customer.' Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The MC20 and its derivatives are powered by the Nettuno V6 in a rear mid-engine layout, while the new GranTurismo coupe and GranCabrio convertible will use it in a front mid-engine configuration. 'The only way we could execute a front mid-engine concept is by going to [a] super compact, super powerful V6, because you can slot it in behind the front axle and even allow for all-wheel drive – a big V8 block, you could have not done [in] a mid-engine car,' said Klaus Busse, Maserati's head of design. 'So yes, you can say 'I have a V8' for bragging rights, but the driving performance would actually be inferior to that of what Davide and his team executed with the V6. Under its former CEO Carlos Tavares, Maserati parent company Stellantis shifted away from V8 engines – so much so that Maserati, long known for its sonorous V8s, dropped them entirely. The brand's Ferrari-developed twin-turbo 3.8-litre V8 was offered in the Ghibli and Quattroporte sedans and the Levante SUV, but these vehicles recently exited production and took the bent-eight with them; the last V8-powered Maserati built was a special Quattroporte called the Grand Finale (pictured above). The Nettuno V6 pre-dates the formation of Stellantis from the merger of Groupe PSA and Fiat Chrysler Automobiles, but it's no secret that V8s were de-prioritised during Mr Tavares' time at the helm. The Hemi and Hellcat V8 engines were dropped from the Ram 1500 pickup lineup in favour of turbocharged six-cylinder engines – a move which Ram CEO Tim Kuniskis has subsequently reversed, calling it a 'mistake' – while the new-generation Dodge Charger moved to electric power and has the same Hurricane six-cylinder engines coming shortly. Jeep has also been progressively phasing out V8 engines. Given Ram is now returning the 5.7-litre Hemi V8 to its 1500 lineup, it appears there's more of an appetite for V8 engines under Stellantis' new CEO Antonio Filosa. Whether that means a bent-eight will return to the Trident marque remains to be seen, however. Maserati is Stellantis' flagship brand, and other high-end brands are sticking with V8s, even amid tougher emissions regulations in key markets like Europe. In many cases, rival brands are not only offering hybrid and electric powertrains alongside V8s, they're also using V8 engines as part of plug-in hybrid powertrains. Luxury brands that continue to offer V8 power include Aston Martin, Audi, BMW, Cadillac, Lamborghini, Mercedes-Benz and Porsche. Jaguar is moving to an electric-only lineup, something Maserati has previously promised to do by 2030. Since this announcement, however, Maserati cancelled plans to launch an .
Perth Now
10-07-2025
- Automotive
- Perth Now
Maserati could offer a V8 engine again
Maserati has invested in a twin-turbo V6 engine, but it recognises V8s still have pull with premium vehicle buyers and isn't closing the door on ever offering one again. 'We know the mood about V8s in the market of course, and would not say that we will never use again a V8 – maybe for special versions or some other models it's something we could consider,' Maserati engineering boss Davide Danesin told media including CarExpert. 'But for sure, the Nettuno is very much at the centre of our propulsion strategy at the moment. 'It has a lot of innovation, it's super light, super compact, very high power density. 'So from a design perspective, the Nettuno engine, it really has everything we need to really deliver the best driving experience for the customer.' Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert The MC20 and its derivatives are powered by the Nettuno V6 in a rear mid-engine layout, while the new GranTurismo coupe and GranCabrio convertible will use it in a front mid-engine configuration. 'The only way we could execute a front mid-engine concept is by going to [a] super compact, super powerful V6, because you can slot it in behind the front axle and even allow for all-wheel drive – a big V8 block, you could have not done [in] a mid-engine car,' said Klaus Busse, Maserati's head of design. 'So yes, you can say 'I have a V8' for bragging rights, but the driving performance would actually be inferior to that of what Davide and his team executed with the V6. Under its former CEO Carlos Tavares, Maserati parent company Stellantis shifted away from V8 engines – so much so that Maserati, long known for its sonorous V8s, dropped them entirely. Supplied Credit: CarExpert The brand's Ferrari-developed twin-turbo 3.8-litre V8 was offered in the Ghibli and Quattroporte sedans and the Levante SUV, but these vehicles recently exited production and took the bent-eight with them; the last V8-powered Maserati built was a special Quattroporte called the Grand Finale (pictured above). The Nettuno V6 pre-dates the formation of Stellantis from the merger of Groupe PSA and Fiat Chrysler Automobiles, but it's no secret that V8s were de-prioritised during Mr Tavares' time at the helm. The Hemi and Hellcat V8 engines were dropped from the Ram 1500 pickup lineup in favour of turbocharged six-cylinder engines – a move which Ram CEO Tim Kuniskis has subsequently reversed, calling it a 'mistake' – while the new-generation Dodge Charger moved to electric power and has the same Hurricane six-cylinder engines coming shortly. Jeep has also been progressively phasing out V8 engines. Supplied Credit: CarExpert Given Ram is now returning the 5.7-litre Hemi V8 to its 1500 lineup, it appears there's more of an appetite for V8 engines under Stellantis' new CEO Antonio Filosa. Whether that means a bent-eight will return to the Trident marque remains to be seen, however. Maserati is Stellantis' flagship brand, and other high-end brands are sticking with V8s, even amid tougher emissions regulations in key markets like Europe. In many cases, rival brands are not only offering hybrid and electric powertrains alongside V8s, they're also using V8 engines as part of plug-in hybrid powertrains. Luxury brands that continue to offer V8 power include Aston Martin, Audi, BMW, Cadillac, Lamborghini, Mercedes-Benz and Porsche. Jaguar is moving to an electric-only lineup, something Maserati has previously promised to do by 2030. Since this announcement, however, Maserati cancelled plans to launch an electric Folgore version of its MC20 supercar. It has also delayed all-electric replacements for the Levante and Quattroporte.
