2022 Maserati Levante Trofeo Review

Written by Nuel

A Maserati is supposed to feel special, and in a lot of ways, the 2022 Levante Trofeo fulfills that requirement. That said, there are some flaws in this gem that are hard to look past. It’s a pendulum constantly oscillating between greatness and frustration, and the result is a luxury SUV that has a lot going for it, but it doesn’t feel fully baked.


2022 Maserati Levante Trofeo



  • Brilliant engine note
  • Sufficiently athletic
  • Excellent infotainment


  • DaimlerChrysler interior bits
  • Oddly ponderous air suspension
  • Buzz, your price tag, woof


The first major swing comes from simply looking at the Levante Trofeo. It’s a very attractive SUV, with muscular fenders, a sharply creased hood, and the corporate grille that looks better here than on either of Maserati’s sedans. This SUV looks especially menacing in my tester’s Rosso Magma paint (a $17,000 option!), which plays the aggression note well alongside blacked-out trim and 22-inch anthracite-finished alloy wheels. Hints of carbon fiber peek through on the lower bumper, but the car is generally devoid of the stuff — a positive personal note because I think it’s getting pretty played out. The rear end keeps things interesting with a sloping roofline that gives this ute a hatchback-ish look, and you’ll never hear me complain about a big set of tailpipes.


2022 Maserati Levante Trofeo Makes Some Lovely Noise

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Open the Levante Trofeo’s pillarless entryway, however, and the pendulum begins its bring trip back. The calfskin is graceful, the shift paddles are conspicuous and the Alcantara microfiber on the main event adds a superior touch, however that is where the visual relationship closes. The serious shine carbon-fiber trim looks and feels shoddy, and the glossy silk finish plastic around the mid control area controls is considerably less expensive. Yet, the most inadmissible piece of the Trofeo, which begins at $157,695 including objective, is the window and front lamp switchgear. The windshield wiper tail, begin button and front lamp flip can be found on essentially every other Stellantis vehicle, and despite flicking a touch of chrome onto them, there’s no overlooking that the window switches were planned in the DaimlerChrysler period. Those parts feel similarly modest as you can envision.

Fortunately, the Levante Trofeo has an adequate measure of reasonableness. The entryway board cubbies are on the little side, however, they’re adequately profound to hold a water bottle. There’s a capacity plate in front of the cup holders, as well as a sizable spot under the middle armrest on that enormous transmission burrow. Indeed, even with that inclining rooftop, the back seats are more than agreeable enough for two grown-ups. The main sensitive area here is the storage compartment, which offers simply 20.5 cubic feet of capacity behind the subsequent column, a long way from the BMW X5 M (33.9 cu. ft.), Mercedes-AMG GLE63 S (33.3), and Porsche Cayenne (27.2).

Initial driving impressions of the 2022 Maserati Levante Trofeo send the pendulum back toward the good stuff at full speed. Its engine is an absolute peach. This twin-turbocharged 3.8-liter V8 puts out 580 horsepower and 538 pound-feet of torque, enough to shoot this ute to 60 mph in just 3.8 seconds. The sounds coming from the tailpipes are simply excellent, whether it’s in the standard Strada or the new balls-to-the-wall Corsa mode. Even when I’m not being kind to it, the V8 is smooth and free of any unwanted harshness. The eight-speed automatic transmission swaps gears with the same degree of silkiness, to the point where I never feel the need to take matters into my own hands via those fixed-position paddles.

Taking the Levante Trofeo out to my favorite local driving roads reveals more excitement. No matter the drive mode, the Maserati is happy to be tossed into corners. There’s a fair bit of body roll, even in Sport and Corsa modes, but I prefer it; limits are communicated well before they’re reached, and in a 580-hp SUV weighing a hair under 5,000 pounds, that’s for the best. The 265/35R22 Continental CrossContact all-season tires provide the Levante with ample grip, the steering is precise and the throttle packs the right amount of sensitivity.

In any case, for each activity in this Maserati, there’s an equivalent and inverse response. By and large, Levante’s air suspension is somewhat frustrating. In its default setting, the ride is all the while tentative and firm, feeling too delicate over light undulations and too cruel over irregularities. Move to a sportier setting and the floaty pieces are supplanted with more on-street heartlessness, which isn’t fun except if I’m on a newly cleared street. The brake pedal is incredibly delicate, a game SUV deviation, which makes smooth stops troublesome. The front seats are worked for the Rubenesque (another Stellantis-wide peculiarity), so my middle slips and slaps against the sides with each progressive curve. Mileage passes on a ton to be wanted, as well, at an EPA-assessed 13 mpg city and 20 mpg parkway.

The final high-water mark for the Levante Trofeo doesn’t even come from Maserati. Living on an 8.4-inch touchscreen, the car runs a reskinned version of Stellantis’ Uconnect, known as Maserati Touch Control Plus. This system is excellent, with above-average responsiveness and a menu layout that is easy to master. Safety tech is impressive for an expensive performance vehicle, too, with a standard kit including automatic emergency braking, parking sensors, blind-spot monitoring, a surround-view camera, lane-keep assist, and adaptive cruise control. Active Driving Assist combines the last two features to hold the Levante in its lane on the highway, but I find its micro corrections to be a little too obvious; it’s smoother when I do it myself.

A portion of the 2022 Maserati Levante Trofeo’s transgressions would be pardonable on the off chance that it wasn’t valued like a restricted run watch. While the Levante arrangement begins at $83,295 (counting $1,495 for objective), the Trofeo requires almost twofold that sum. Toss in fineries like $450 for carbon-fiber paddle shifters, $400 for updated amalgam wheels, $500 for sparkle dark brake calipers, and the criminal $17,000 layer of red paint, and my analyzer waters the eyes at $173,550. That is a huge number of dollars more than you would spend on a BMW X5 M or a Porsche Cayenne Turbo; both may make less power, yet both are likewise incomprehensibly preferred vehicles for additional reasons over I have ink.

Purchasing a vehicle in this fragment, costing this much, is profoundly close to home buyers. Also, along those lines, there are many motivations to consider the 2022 Maserati Levante Trofeo. The powertrain is superb, and it’s drawing in while the driving gets energetic. In any case, a more profound look past the underlying gloss uncovers its reasonable part of the issues. The Levante Trofeo is a game SUV that can inspire a wide range of feelings. Awful they aren’t all certain.



Performance                                       8.5
Features                                               8
Design                                                  7.5
Media                                                   8

SPECS.                                  See full specs

Engine.            8 Cylinder Engine, Turbocharged

Drivetrain.                All Wheel Drive

MPG.                                   16 MPG

Passenger Capacity.                   5

Body Type.                            SUVs

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