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By definition, a grand tourer car should be capable of taking a driver and passenger on a long-distance journey across a wide range of countries with the performance of a sportscar and the refinement of a luxury saloon.

It’s a tall order, but the best ones are considered some of the greatest cars ever made. The Aston Martin DB5, Jaguar E-Type and Bugatti Veyron are all examples of grand tourers.

Unquestionably, however, one brand synonymous with grand touring is Maserati, with models like the Khamsin, Ghibli, and 3200GT all fitting the bill.

The Modena-based company’s latest range of grand tourers is, quite logically, the GranTurismo and, more recently, the GranCabrio. Both are available with a classic V6 petrol engine or as an electric car, known as the Folgore.

However, can an electric car really work as a grand tourer? To find out, I spent some time behind the wheel of the latest GranCabrio Folgore, soaking in a rare bit of British sun as I put the zero-emission Italian through its paces.

Exterior:

There’s no doubt about it. The Maserati GranCabrio has all the traits of a classic grand tourer. It’s low-slung, has sweeping curves, a long bonnet, and a heavily sloped windscreen.

However, compared to rivals like the Mercedes-Benz SL and Jaguar F-Type, I would argue that the GranCabrio is a lot less aggressive looking, with its fairly large set of vertical headlights and near-oval-shaped grille – something we’ve seen on Maserati grand tourers since the 3200GT of the late 90s.

In addition to the copper-coloured trim, the all-electric Folgore models are fitted with a unique set of not-quite-three-spoke alloy wheels, which are said to be more aerodynamic, helping to improve the vehicle’s range. I quite like them, but sharing photos of the car with friends, others were not so keen. Fortunately, in true Maserati style, drivers can choose from no fewer than eight variants of wheels.

Interior:

Much like the outside, there is a lot of focus on making the Maserati GranCabrio’s interior feel like that of a classic grand tourer. There’s the three-spoke steering wheel, carbon fibre on the centre console, and even an LED analogue clock as the centrepiece of the dashboard.

And family car manufacturers take note! GranCabrio buyers can choose from no fewer than 10 different colour choices for the leather, with those opting for the Fuoriserie getting four further options – including a rather fetching two-tone blue and cream.

Whilst the majority of the Maserati’s fit and finish was second to none, I did feel that a few buttons were somewhat cheap to the touch. Some of the steering wheel buttons are identical to those fitted on a Fiat 500, whereas a conventional gearstick has been dismissed in favour of a strip of buttons, which could feel somewhat flimsy.

Practicality:

No GranCabrio buyer is going to expect estate car capacity from their new car, but a grand tourer should be able to seat two adult occupants in comfort with enough space for luggage or other occupants looking for a short lift.

For front passengers, the GranCabrio is a very comfortable place to be. Even at 6’2”, I didn’t have to slide the seat all the way back and had plenty of shoulder room with a passenger on board. That said, electronically sliding the front seat, I couldn’t even attempt to get into the back – those that fit do get a pair of cupholders and USB ports, though!

Whilst the hard-top GranTurismo offers a significantly better 310 litres of boot space, the GranCabrio’s 172 litres (around 130 when the roof is down) is still just enough for a couple of shopping bags. That said, grand tourer buyers looking to stow away some souvenirs on their grand tour would probably get more out of the Mercedes SL.

Features:

Grand tourers like the GranCabrio Folgore do not have different trim levels like a conventional family car, but the model features plenty of goodies that make long-distance runs enjoyable.

Standard features include a 12.3-inch touchscreen for infotainment and navigation and an 8.8-inch counterpart for heating controls, a 13-speaker Sonus sound system, 14-way adjustable front seats (which are heated and ventilated), and a reversing camera (though a front parking camera would have also been appreciated).

Despite not having Tesla levels of ease of use, and the dual-screen layout takes a bit of getting used to, GranCabrio’s infotainment system is well-designed and slick – an improvement Maserati has recently made following the feedback of early adopters. The only slight issue I encountered was the roof controls, which require the driver to enter a sub-menu and swipe the bottom screen as it retracts.

Performance:

One of the biggest advantages the Folgore has over the petrol-powered GranCabrio is the instant burst of power created by the three electric motors (one for the front wheels and two for the rear).

Whilst each motor has the potential to generate up to 400bhp, they combine to produce a maximum of 818 to protect the battery. As you could expect, it’s far from being insufficient. The GranCabrio will sprint from 0-62mph in just 2.8 seconds (0.8 less than the petrol Trofeo model) and keep going until it reaches 180mph.

The Folgore is also capable of covering up to 233 miles per charge and can be replenished to cover up to 62 miles in just five minutes if a driver uses an ultra-rapid charger. This is a good amount for fairly lengthy journeys, but the Audi E-tron GT can cover a superior range of up to 375 miles.

Driving:

I’ll be honest with you, up until the moment I got behind the wheel, the sportiest cars I’d ever driven were all 80s hot hatchbacks and a 660cc Caterham Super Seven. As a result, I did feel somewhat nervous as I selected drive and slipped away. I needn’t have been. Unlike some petrol-powered sports cars, which constantly egg the driver on to go faster, the Maserati GranCabrio Folgore’s single-speed motors felt just as content cruising around village streets at 20mph as they do on a dual carriageway.

However, whilst GranCabrio drivers will feel right at home on the streets of Monaco, Saint Tropez, or (in my case) Meriden, the real enjoyment comes when they pass a national speed limit sign. It’s tough to put into perspective how quick 2.8 seconds is, but the Folgore’s pace couldn’t keep up with the speedometer. Fortunately, the steering and brakes certainly could. The GranCabrio Folgore does a particularly good job of providing crisp steering that gives honest feedback without requiring masses of effort or correction.

However, having also driven the petrol-powered variant, one quite notable downside to the Folgore is its additional weight. Despite being the electric model with the lowest centre of gravity, I could certainly feel that the GranCabrio was heavier when taking it through corners at speed.

Nevertheless, possibly the driving aspect I loved most about the Maserati GranCabrio Folgore was its ride quality. Despite remaining perfectly flat whilst cornering, the Maserati is remarkably smooth, particularly at low speeds – another solid virtue for a grand tourer.

Conclusion:

There’s no questioning that the Maserati GranCabrio Folgore is a real driver’s car – the sort of model that an owner can storm down the autobahn for hours on end whilst on holiday or simply take to the supermarket for a loaf of bread.

The only issue is the price. The Maserati GranCabrio Folgore costs a cool £185,610 – £16,000 more than the petrol-powered variant. The question to GranCabrio buyers, therefore, is whether the Folgore is worth the additional expense.

Having driven a petrol example shortly afterwards, I can confirm that the Folgore does feel notably heavier and, though still very good at long-distance travelling, will need to be recharged much sooner than the fuel tank needs to be refilled. That said, throw almost any scenario at the GranCabrio Folgore and it will take it in its stride, helping you look very suave in the process.